JP7457080B2 - Dangerous vehicle information collection method, dangerous vehicle information collection system, dangerous vehicle information collection program - Google Patents

Description

The present disclosure relates to a dangerous vehicle information collection technique for collecting dangerous vehicle information regarding a dangerous vehicle whose driver drives dangerously.

Conventionally, there is known a technology that supports objective analysis of the cause of a traffic accident (for example, Patent Document 1). In the technology described in Patent Document 1, the accident vehicle and accident-related vehicles are identified based on the time and location of the accident, operation history information of the identified accident vehicle and accident-related vehicles is extracted, and the driving conditions of the accident vehicle and accident-related vehicles before the accident are identified based on the extracted operation history information. Then, by comparing the driving conditions of the accident vehicle and accident-related vehicles, the technology is configured to support objective analysis of the cause of the accident.

Japanese Patent Application Publication No. 2017-182490

However, the above-mentioned conventional technology requires further improvement in that it only deals with information when an accident occurs.

A dangerous vehicle information collection method according to one aspect of the present disclosure is a dangerous vehicle information collection method used in a dangerous vehicle information collection system that collects dangerous vehicle information related to dangerous vehicles whose drivers are driving dangerously, in which a computer of the dangerous vehicle information collection system detects an event related to the vehicle and other vehicles located around the vehicle from vehicle data related to the vehicle's driving status, identifies the other vehicle using a surroundings detection unit that detects the surroundings of the vehicle when the event is detected, and determines the other vehicle as the dangerous vehicle based on the identification result, and when the other vehicle is determined to be the dangerous vehicle, stores the other vehicle information obtained from the detection result of the surroundings detection unit in a dangerous vehicle data storage unit as the dangerous vehicle information, the vehicle data includes driving route information indicating whether the driving route on which the vehicle is currently traveling is a normal driving route that has been traveled in the past, and changes the judgment criteria in the judgment depending on whether the driving route is the normal driving route based on the driving route information.

According to the dangerous vehicle information collection technology of the present disclosure, further improvement is possible in that only information when an accident occurs is handled.

FIG. 1 is a block diagram schematically showing the configuration of a dangerous vehicle information collection system according to a first embodiment. FIG. 2 is a diagram schematically showing an example of a vehicle driving situation when an event is detected. FIG. 3 is a diagram schematically showing an example of event information. FIG. 2 is a diagram illustrating an example of specific vehicle information. FIG. 2 is a diagram schematically showing an example of dangerous vehicle information. FIG. 6 is a diagram schematically showing another example of a vehicle driving situation when an event is detected. FIG. 10 is a diagram illustrating another example of a vehicle driving situation when an event is detected. FIG. 6 is a diagram schematically showing another example of a vehicle driving situation when an event is detected. 1 is a flowchart schematically showing the operation of the dangerous vehicle information collection system according to the first embodiment. FIG. 2 is a block diagram schematically showing the configuration of a dangerous vehicle information collection system according to a second embodiment. FIG. 3 is a diagram schematically showing an example of an integrated value that changes depending on a driving route. 7 is a flowchart schematically showing the operation of the dangerous vehicle information collection system according to the second embodiment. FIG. 3 is a block diagram schematically showing the configuration of a dangerous vehicle information collection system according to a third embodiment. FIG. 3 is a diagram schematically showing the same example as FIG. 2 of the driving situation of the vehicle when an event is detected. FIG. 3 is a diagram schematically showing an example of an integrated value that changes depending on the inter-vehicle distance.

(Circumstances leading to the invention of one aspect of the present disclosure)
First, the focus of one aspect of the present disclosure will be explained. In recent years, drivers who engage in dangerous driving that may cause accidents, such as tailgating or swerving, have become a problem. However, the technology described in Patent Document 1 only deals with information when an accident occurs. On the other hand, the number of detection devices mounted on vehicles that detect the surrounding conditions of the vehicle is increasing, and the detection accuracy of these detection devices is also improving. Therefore, it is desirable to use such detection equipment to identify dangerous vehicles driven by drivers who drive dangerously before an accident occurs, and to collect information regarding the dangerous vehicles. Based on the above considerations, the present inventor has come up with the following aspects of the present disclosure.

A dangerous vehicle information collecting method according to a first aspect of the present disclosure is a dangerous vehicle information collecting method used in a dangerous vehicle information collecting system that collects dangerous vehicle information regarding a dangerous vehicle in which a driver drives dangerously. A computer of a dangerous vehicle information collection system detects an event related to the vehicle and other vehicles located around the vehicle from vehicle data regarding the driving condition of the vehicle, and when the event is detected, the computer detects an event related to the vehicle and other vehicles located around the vehicle. Identifying the other vehicle using a surrounding detection unit that detects the surroundings, determining the other vehicle as the dangerous vehicle based on the identification result, and when the other vehicle is determined to be the dangerous vehicle, Information about the other vehicle obtained from the detection result of the surrounding detection unit is stored as the dangerous vehicle information in a dangerous vehicle data storage unit, and the vehicle data includes information about the route on which the vehicle is traveling in the past. including driving route information indicating whether or not the driving route is a certain normal driving route; and based on the driving route information, the criterion for the determination is changed depending on whether or not the driving route is the normal driving route. .

In the first aspect, events related to the vehicle and other vehicles located around the vehicle are detected from vehicle data regarding the driving situation of the vehicle. This event may be caused by dangerous driving of other vehicles located around the vehicle. Therefore, when this event is detected, the other vehicle is identified using a detection unit that detects the surroundings of the vehicle. The other vehicle is determined to be a dangerous vehicle based on this specific result, and when the other vehicle is determined to be a dangerous vehicle, the information of the other vehicle obtained from the detection result of the detection unit is stored as dangerous vehicle information in the dangerous vehicle data storage. Saved in Therefore, according to this aspect, it is possible to collect dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously. As a result, accidents can be prevented by sharing dangerous vehicle information.

Additionally, if the route the vehicle is traveling on is a normal route that it has traveled in the past, the driver of the vehicle must be aware of the locations where road-related dangers may occur. Conceivable. Therefore, it can be said that the detected event is highly likely to be caused by another vehicle. Therefore, in this aspect, the criterion for determination is changed based on the driving route information, depending on whether the driving route is a normal driving route. Therefore, according to this aspect, when the driving route is a normal driving route, it is possible to reduce the number of times the vehicle is identified until the number of times threshold is reached, and as a result, the other vehicle is determined to be a dangerous vehicle more quickly. be able to.

In the dangerous vehicle information collection method according to a second aspect of the present disclosure, in the first aspect, in the change of the determination criteria, when the driving route is the normal driving route, when the driving route is not the normal driving route, The other vehicle may be determined to be the dangerous vehicle earlier than the above.

According to this aspect, when the driving route is the normal driving route, the other vehicle can be determined to be a dangerous vehicle more quickly than when the driving route is not the normal driving route.

In the dangerous vehicle information collection method according to a third aspect of the present disclosure, in the first or second aspect, in the determination, when the identified number of times reaches a predetermined number of times threshold, the other vehicle is In the modification of the determination criteria, when the driving route is the normal driving route, the number of times specified until the driving route reaches the number of times threshold is increased compared to when the driving route is not the normal driving route. It may be decreased.

According to this aspect, when the driving route is a normal driving route, the number of times identified before reaching the frequency threshold is reduced, so that the other vehicle can be determined to be a dangerous vehicle more quickly, compared to when the driving route is not a normal driving route.

In a dangerous vehicle information collection method according to a fourth aspect of the present disclosure, in any one of the first to third aspects, the vehicle data includes acceleration of the vehicle, and the surrounding detection unit In the detection, the event, which is a sudden deceleration in which the vehicle decelerates by a predetermined acceleration threshold or more, is detected from the acceleration of the vehicle, and in the identification, the event is detected using the front camera. The preceding vehicle is identified as the other vehicle based on the vehicle registration number of the preceding vehicle read from the image data of the preceding vehicle traveling in the same traveling direction in front of the imaged vehicle; The automobile registration number of the vehicle may be stored in the dangerous vehicle data storage section as the dangerous vehicle information.

In this aspect, an event that is a sudden deceleration in which the vehicle decelerates by a predetermined acceleration threshold or more is detected from the acceleration of the vehicle. In this case, the sudden deceleration of the vehicle may be due to an interruption by a vehicle in front of the vehicle traveling in the same direction of travel. Therefore, the vehicle ahead is identified as another vehicle based on the vehicle registration number of the vehicle ahead read from the image data of the vehicle ahead captured using the front camera. Then, the vehicle registration number of the preceding vehicle is stored in the dangerous vehicle data storage section as dangerous vehicle information. Therefore, according to this aspect, it becomes possible to collect dangerous vehicle information regarding a dangerous vehicle in which a driver interrupts. As a result, by sharing dangerous vehicle information, it is possible to take measures such as avoiding other vehicles that cut in, thereby preventing accidents caused by cutting in.

In a dangerous vehicle information collection method according to a fifth aspect of the present disclosure, in any one of the first to third aspects, the vehicle data includes a speed of the vehicle and a traveling direction behind the vehicle in the same direction as the vehicle. and a rear vehicle traveling on the vehicle, and traffic congestion information indicating whether or not the road on which the vehicle travels is congested, and the surroundings detection unit captures an image of the rear of the vehicle. the traffic jam information indicates that the road on which the vehicle is traveling is not congested; the speed of the vehicle is maintained within a predetermined speed range; When a state in which the rear inter-vehicle distance is equal to or less than a predetermined rear distance threshold continues for a predetermined swerving time, the event, which is swerving driving of the rear vehicle, is detected, and in the identification, the event is performed using the rear camera. The rear vehicle is identified as the other vehicle based on the vehicle registration number of the rear vehicle read from the captured image data of the rear vehicle, and in the storage, the vehicle registration number of the rear vehicle is The vehicle information may be stored in the dangerous vehicle data storage section.

In this aspect, when the congestion information indicates that the road on which the vehicle is traveling is not congested, the vehicle speed is maintained within the speed range, and the rear inter-vehicle distance remains below the rear distance threshold for the tailgating time, an event of tailgating by the rear vehicle is detected. The rear vehicle is identified as another vehicle based on the vehicle registration number of the rear vehicle read from the image data of the rear vehicle captured using the rear camera. The vehicle registration number of the rear vehicle is stored in the tailgating vehicle data storage unit as dangerous vehicle information. Therefore, according to this aspect, it is possible to collect dangerous vehicle information regarding dangerous vehicles whose drivers are tailgating. As a result, by sharing the dangerous vehicle information, measures can be taken, such as avoiding other vehicles that are tailgating, to prevent accidents caused by tailgating.

A dangerous vehicle information collection system according to a sixth aspect of the present disclosure is a dangerous vehicle information collection system that collects dangerous vehicle information regarding a dangerous vehicle whose driver drives dangerously, from vehicle data regarding the driving situation of the vehicle. An event detection section that detects an event related to the vehicle and other vehicles located around the vehicle, and a surroundings detection section that detects the surroundings of the vehicle when the event is detected, are used to detect the other vehicle. a determination unit that determines the other vehicle as the dangerous vehicle based on the identification result; and a determination unit that determines the other vehicle to be the dangerous vehicle based on the detection result of the surrounding detection unit when the other vehicle is determined to be the dangerous vehicle. a control unit that stores the obtained information on the other vehicle in a dangerous vehicle data storage unit as the dangerous vehicle information, and the vehicle data includes a driving route on which the vehicle is traveling in the past. The judgment unit includes driving route information indicating whether or not the driving route is a normal driving route, and the determination unit determines a criterion for the determination according to whether the driving route is the normal driving route based on the driving route information. change.

In the sixth aspect, an event related to the vehicle and other vehicles located around the vehicle is detected from vehicle data regarding the driving situation of the vehicle. This event may be caused by dangerous driving of other vehicles located around the vehicle. Therefore, when this event is detected, the other vehicle is identified using a detection unit that detects the surroundings of the vehicle. The other vehicle is determined to be a dangerous vehicle based on this specific result, and when the other vehicle is determined to be a dangerous vehicle, the information of the other vehicle obtained from the detection result of the detection unit is stored as dangerous vehicle information in the dangerous vehicle data storage. Saved in Therefore, according to this aspect, it is possible to collect dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously. As a result, accidents can be prevented by sharing dangerous vehicle information.

Additionally, if the route the vehicle is traveling on is a normal route that it has traveled in the past, the driver of the vehicle must be aware of the locations where road-related dangers may occur. Conceivable. Therefore, it can be said that the detected event is highly likely to be caused by another vehicle. Therefore, in this aspect, the criterion for determination is changed based on the driving route information, depending on whether the driving route is a normal driving route. Therefore, according to this aspect, when the driving route is a normal driving route, it is possible to reduce the number of times the vehicle is identified until the number of times threshold is reached, and as a result, the other vehicle is determined to be a dangerous vehicle more quickly. be able to.

A dangerous vehicle information collection program according to a seventh aspect of the present disclosure is a dangerous vehicle information collection program used in a dangerous vehicle information collection system that collects dangerous vehicle information regarding a dangerous vehicle in which a driver drives dangerously, The computer of the dangerous vehicle information collection system includes a process of detecting an event related to the vehicle and other vehicles located around the vehicle from vehicle data regarding the driving situation of the vehicle, and when the event is detected, the a process of identifying the other vehicle using a surroundings detection unit that detects the surroundings of the vehicle; a process of determining the other vehicle as the dangerous vehicle based on the identification result; and a process of determining that the other vehicle is the dangerous vehicle. If it is determined that The driving route includes driving route information indicating whether or not the driving route is a normal driving route that has been traveled in the past, and based on the driving route information, depending on whether the driving route is the normal driving route, A process of changing the criteria for the determination is executed.

In the seventh aspect, an event related to the vehicle and other vehicles located around the vehicle is detected from vehicle data regarding the driving situation of the vehicle. This event may be caused by dangerous driving of other vehicles located around the vehicle. Therefore, when this event is detected, the other vehicle is identified using a detection unit that detects the surroundings of the vehicle. The other vehicle is determined to be a dangerous vehicle based on this specific result, and when the other vehicle is determined to be a dangerous vehicle, the information of the other vehicle obtained from the detection result of the detection unit is stored as dangerous vehicle information in the dangerous vehicle data storage. Saved in Therefore, according to this aspect, it is possible to collect dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously. As a result, accidents can be prevented by sharing dangerous vehicle information.

Additionally, if the driving route the vehicle is traveling on is a normal driving route that the vehicle has traveled in the past, the driver of the vehicle must be aware of the locations where road-related dangers may occur. Conceivable. Therefore, it can be said that the detected event is highly likely to be caused by another vehicle. Therefore, in this aspect, the criterion for determination is changed based on the driving route information, depending on whether the driving route is a normal driving route. Therefore, according to this aspect, when the driving route is a normal driving route, it is possible to reduce the number of times the vehicle is identified until the number of times threshold is reached, and as a result, the other vehicle is determined to be a dangerous vehicle more quickly. be able to.

(Embodiment)
Embodiments of the present disclosure will be described below with reference to the drawings. In addition, in each drawing, the same reference numerals are used for the same components, and detailed explanations are omitted as appropriate.

First Embodiment
FIG. 1 is a block diagram showing a schematic configuration of a reckless vehicle information collection system according to a first embodiment. The reckless vehicle information collection system 10 shown in FIG. 1 includes vehicles 20A, 20B, and 20C, and a server device 30. The vehicles 20A, 20B, and 20C and the server device 30 are configured to be able to communicate with each other via a network 40 such as the Internet. In this embodiment, the vehicles 20A, 20B, and 20C are, for example, four-wheeled automobiles. The vehicles 20A, 20B, and 20C are driven by different drivers, and have the same control configuration. Note that, although only three vehicles, 20A, 20B, and 20C, are shown in FIG. 1, other vehicles may be configured to be able to communicate with the server device 30 via the network 40.

The vehicle 20A includes a communication interface (IF) 100, a front camera 105F, a rear camera 105R, a left rear side camera 110L, a right rear side camera 110R, a left camera 115L, a right camera 115R, and a light detection and ranging system (LIDAR). ) 120, vehicle speed sensor 125, acceleration sensor 130, steering sensor 135, turn signal switch (SW) 140, car navigation system 145, global positioning system (GPS) receiver 150, hazard flasher SW 155, electronic control unit (ECU) 170 Equipped with. The ECU 170 includes a memory 175, a central processing unit (CPU) 180, and peripheral circuits (not shown).

The memory 175 is composed of, for example, a semiconductor memory. The memory 175 includes, for example, read-only memory (ROM), random access memory (RAM), electrically erasable and rewritable ROM (EEPROM), and the like. For example, the ROM of the memory 175 stores the control program of the first embodiment for operating the CPU 180. The CPU 180 functions as a detection control section 185 and a communication control section 190 by operating according to the control program of the first embodiment stored in the memory 175.

The communication IF 100 is connected to the ECU 170 and is a communication circuit for performing communication under the control of the communication control unit 190. The communication IF 100 generates a communication signal containing data to be transmitted input from the ECU 170 according to a communication protocol used in the network 40, and transmits the generated communication signal to the server device 30 via the network 40. The communication IF 100 includes a communication interface circuit that complies with a predetermined standard.

The front camera 105F is attached to the center of the front surface of the vehicle 20A (for example, the center of the upper part of the windshield) so that the optical axis of the front camera 105F faces the front of the vehicle 20A. The rear camera 105R is attached to the center of the rear surface of the vehicle 20A (for example, near the rear license plate) so that the optical axis of the rear camera 105R faces toward the rear of the vehicle 20A. The left rear side camera 110L is attached to the rear left side of the vehicle 20A (for example, the left end of the rear bumper) so that the optical axis of the left rear side camera 110L faces the left rear side of the vehicle 20A. The right rear side camera 110R is attached to the right rear surface of the vehicle 20A (for example, the right end of the rear bumper) so that the optical axis of the right rear side camera 110R faces toward the right rear side of the vehicle 20A. The left camera 115L is attached to the left side of the vehicle 20A (for example, the upper end of the center pillar) so that the optical axis of the left camera 115L faces to the left of the vehicle 20A. The right camera 115R is attached to the right side of the vehicle 20A (for example, the upper end of the center pillar) so that the optical axis of the right camera 115R faces to the right of the vehicle 20A.

The cameras 105F, 105R, 110L, 110R, 115L, and 115R (corresponding to an example of the surrounding detection unit) each capture images of a sector-shaped imaging range centered on the optical axis at predetermined intervals (for example, 1/60 seconds). Take an image. Cameras 105F, 105R, 110L, 110R, 115L, and 115R each output imaging data to ECU 170 at predetermined intervals (for example, 1/60 seconds). Note that the front camera 105F and the rear camera 105R may be cameras provided in a video recording type drive recorder.

The detection control unit 185 of the CPU 180 detects objects present within the imaging range, such as other vehicles traveling in the area surrounding the vehicle 20A, pedestrians walking near the driving lane, boundary lines representing the boundaries of lanes painted on the road (e.g. intermittent white lines), and traffic signs installed on the side of the road, for example, by template matching, based on the imaging data output from the cameras 105F, 105R, 110L, 110R, 115L, and 115R.

LIDAR 120 is installed, for example, on the roof of vehicle 20A. The LIDAR 120 emits a pulse of laser light, measures the time it takes to return, and detects the distance to the reflector. The LIDAR 120 detects the three-dimensional shape around the vehicle 20A by rotating the emission direction of the laser beam in the horizontal direction and simultaneously swinging it in the vertical direction at high speed.

Vehicle speed sensor 125 detects the speed of vehicle 20A. Note that the vehicle speed sensor 125 may detect the rotational speed of the wheels of the vehicle 20A, and the detection control unit 185 may calculate the speed of the vehicle 20A based on the detected wheel rotational speed. Acceleration sensor 130 detects the acceleration of vehicle 20A. Steering sensor 135 detects the steering angle of a steering wheel operated by the driver. The direction indicator light SW140 is constituted by, for example, a lever extending from a steering column, and is operated by the driver. The detection control unit 185 blinks an orange direction indicator light to indicate a left turn or a right turn, depending on the operation of the direction indicator light SW 140.

The car navigation system 145 is a known system that detects the position of the vehicle 20A and guides a route to a destination based on the detected position of the vehicle 20A and built-in map data. GPS receiver 150 is a known device that receives radio waves from GPS satellites and calculates the position of GPS receiver 150 (that is, vehicle 20A) through positioning calculations. Note that the GPS receiver 150 may be a device provided in the car navigation system 145. The hazard flasher SW155 is composed of, for example, a push button switch. When the hazard flasher SW 155 is operated by the driver or a fellow passenger riding with the driver in the vehicle 20A, the detection control unit 185 causes all the direction indicator lights to flash at once.

The communication control unit 190 of the CPU 180 includes a front camera 105F, a rear camera 105R, a left rear side camera 110L, a right rear side camera 110R, a left camera 115L, a right camera 115R, a LIDAR 120, a vehicle speed sensor 125, an acceleration sensor 130, Data input from the steering sensor 135, turn signal SW 140, car navigation system 145, GPS receiver 150, and hazard flasher SW 155 is communicated as vehicle data along with unique vehicle identification information (vehicle ID) that identifies the vehicle 20A. It is transmitted to the server device 30 via the IF 100.

The server device 30 includes a communication IF 200, a control circuit 205, and a storage device 270. The storage device 270 is configured of, for example, a hard disk or a semiconductor nonvolatile memory. The storage device 270 includes an event data storage section 275 and a dangerous vehicle data storage section 280.

The control circuit 205 includes a memory 210, a CPU 220, and peripheral circuits (not shown). The memory 210 is composed of, for example, a semiconductor memory. Memory 210 includes, for example, ROM, RAM, EEPROM, and the like. For example, a ROM of the memory 210 stores a control program of the first embodiment that operates the CPU 220. The CPU 220 functions as an event detection section 230, a dangerous vehicle determination section 240, and a communication control section 245 by operating according to the control program of the first embodiment stored in the memory 210.

The communication IF 200 is a communication circuit that is connected to the control circuit 205 and performs communication under the control of the communication control unit 245. Communication IF 200 receives communication signals transmitted from communication IF 100 of vehicles 20A, 20B, and 20C via network 40. Communication IF 200 may include a communication interface circuit that conforms to the same standard as communication IF 100. The communication control unit 245 extracts vehicle data such as acceleration and imaging data from the communication signal received by the communication IF 200, and temporarily stores the extracted vehicle data in, for example, RAM of the memory 210.

FIG. 2 is a diagram schematically showing an example of a vehicle running situation when an event is detected by the event detection unit 230 of the CPU 220. FIG. 3 is a diagram schematically showing an example of event information stored in the event data storage section. FIG. 4 is a diagram schematically showing an example of specific vehicle information stored in the event data storage section. FIG. 5 is a diagram schematically showing an example of dangerous vehicle information stored in the dangerous vehicle data storage section.

In FIG. 2, the event detection unit 230 detects that the absolute value of the negative acceleration of the vehicle 20A has exceeded a predetermined acceleration threshold (that is, the vehicle 20A suddenly When it is detected that the other vehicle 25X has decelerated) and that another vehicle 25X has cut in in front of the vehicle 20A based on data from the front camera 105F or LIDAR 120, an event that is an interruption by the other vehicle 25X is detected. do. Similarly, the event detection unit 230 detects, based on vehicle data transmitted from the vehicle 20B, that the absolute value of the negative acceleration of the vehicle 20B is equal to or greater than the acceleration threshold, and that another vehicle 25X has cut in front of the vehicle 20B. When this is detected, an event that is an interruption by another vehicle 25X is detected. Similarly, the event detection unit 230 detects, based on vehicle data transmitted from the vehicle 20C, that the absolute value of the negative acceleration of the vehicle 20C is greater than or equal to the acceleration threshold, and that another vehicle 25X has cut in front of the vehicle 20C. When this is detected, an event that is an interruption by another vehicle 25X is detected.

That is, for example, when the vehicle 20A suddenly decelerates and it is detected that another vehicle 25X cuts in front of the vehicle 20A, the event detection unit 230 determines that the sudden deceleration of the vehicle 20A was caused by the driver of the vehicle 20A. It is determined that the cause is not dangerous driving but an interruption by another vehicle 25X, and an event that is an interruption is detected. Note that the event detection unit 230 may detect an event that is an interruption by another vehicle 25X when the hazard flasher SW 155 is further operated.

The event detection unit 230 creates event information 3000 when detecting an event. The event detection unit 230 stores the created event information 3000 and the image of the other vehicle 25X captured by the front camera 105F in the event data storage unit 275. In the event information 3000, as shown in FIG. 3, for each vehicle identification information (vehicle ID), the event detection date and time (year, month, day, hour, minute, second), acceleration, and image of the other vehicle 25X are stored in the event data storage unit 275. The memory addresses at which the data is stored are associated with each other. In FIG. 3, for example, the acceleration value "Gaa" corresponding to the date and time "AAAA" of the vehicle 20A is a negative value, and the absolute value of "Gaa" is greater than or equal to the acceleration threshold value.

Note that in FIG. 3, the event information 3000 includes, for each vehicle ID, the date and time of event detection, the acceleration, and the memory address of the image of the other vehicle 25X, but is not limited thereto. Event information 3000 may further include location information for each vehicle ID based on data from GPS receiver 150.

When the event detection unit 230 detects an event, the dangerous vehicle determination unit 240 (corresponding to an example of an identification unit, an integration unit, a determination unit, and a control unit) detects other vehicles from the imaged data of the other vehicle 25X imaged by the front camera 105F. The vehicle registration number written on the vehicle registration number plate of the vehicle 25X is read to identify the other vehicle 25X. The dangerous vehicle determination unit 240 creates specific vehicle information 4000 for the identified other vehicle 25X. The dangerous vehicle determination unit 240 stores the created specific vehicle information 4000 in the event data storage unit 275.

Specific vehicle information 4000 includes a vehicle registration number column 4001 and a specific number of times column 4002, as shown in FIG. In the vehicle registration number column 4001, the vehicle registration number read from the image data of the other vehicle 25X is registered. In the specified number of times column 4002, the number of times specified by the dangerous vehicle determination unit 240 is registered.

For example, in the situation shown in FIG. 2, the dangerous vehicle determination unit 240 identifies the other vehicle 25X based on each vehicle data from the vehicles 20A, 20B, and 20C. Then, if the vehicle registration number of the other vehicle 25X has already been registered in the specific vehicle information 4000, the dangerous vehicle determination unit 240 adds "3" to the specific number of times column 4002.

The dangerous vehicle determination unit 240 further determines whether the number of times in the specific number of times column 4002 in the specific vehicle information 4000 has reached a predetermined number of times threshold (for example, five times). When the number of times in the specific number of times column 4002 reaches the number of times threshold, the dangerous vehicle determination unit 240 determines that the vehicle that has reached the number of times threshold is a dangerous vehicle. The dangerous vehicle determination unit 240 creates dangerous vehicle information 5000 regarding a vehicle determined to be a dangerous vehicle. The dangerous vehicle determination section 240 stores the created dangerous vehicle information 5000 and the image of the vehicle determined to be a dangerous vehicle in the dangerous vehicle data storage section 280. Note that the number of times threshold is not limited to five times, and may be set to an appropriate value experimentally or empirically.

As shown in FIG. 5, the dangerous vehicle information 5000 includes a vehicle registration number field 5001, a specific number of times field 5002, and an image memory address field 5003. The vehicle registration number column 5001 and the specific number of times column 5002 are the same as the vehicle registration number column 4001 and the specific number of times column 4002 of the specific vehicle information 4000 (FIG. 4), respectively. In the image memory address column 5003, a memory address at which an image of a vehicle determined to be a dangerous vehicle is stored in the dangerous vehicle data storage unit 280 is registered.

6 to 8 are diagrams each schematically showing another example of the vehicle driving situation when an event is detected by the event detection unit 230. In FIG. 6, the event detection unit 230 detects an event that is a tailgating operation by the rear vehicle 25Y based on vehicle data transmitted from the vehicle 20A. That is, the event detection unit 230 detects that the traffic jam information from the car navigation system 145 of the vehicle 20A indicates that the road on which the vehicle 20A is traveling is not congested, and the vehicle speed sensor 125 of the vehicle 20A indicates that the speed of the vehicle 20A has been determined in advance. A rear vehicle 25Y whose speed is maintained within a predetermined speed width threshold (for example, ±10 km/h around the legal speed) and which travels behind the vehicle 20A in the same traveling direction as the vehicle 20A. If the rear inter-vehicle distance D1 between the vehicle 20A and the rear vehicle 20A continues to be less than or equal to a predetermined rear distance threshold value (for example, 20 m) for a predetermined rearward driving time (for example, 10 seconds), the rearward vehicle 25Y causes the rearward vehicle 25Y to drive. Detect an event. Note that the speed width threshold is not limited to ±10 km/h around the legal speed, the rear distance threshold is not limited to 20 m, and the ramping time is not limited to 10 seconds. These values may be set to appropriate values experimentally or empirically.

The event detection unit 230 calculates the rear inter-vehicle distance D1 based on the distance data obtained by the LIDAR 120. Alternatively, the event detection unit 230 may calculate the rear inter-vehicle distance D1 based on the size of the rear vehicle 25Y in the imaging data output from the rear camera 105R.

The event detection unit 230 stores the event information 3000 (FIG. 3) and the image of the rear vehicle 25Y captured by the rear camera 105R in the event data storage unit 275. In this case, the event detection unit 230 may create the event information 3000 (FIG. 3) so as to include information representing the rear inter-vehicle distance D1 or aggressive driving instead of the acceleration.

When the event detection unit 230 detects an event, the dangerous vehicle determination unit 240 reads the vehicle registration number written on the vehicle registration number plate of the rear vehicle 25Y from the image data of the rear vehicle 25Y captured by the rear camera 105R. , specifies the rear vehicle 25Y.

In FIG. 7, event detection unit 230 detects an event that is an obstruction to progress by forward vehicle 25Z, based on vehicle data transmitted from vehicle 20A. That is, the event detection unit 230 detects that the direction indicator light SW 140 is on, the lane in which the vehicle 20A is traveling is changed, and the front camera 105F etc. detects that the same preceding vehicle 25Z is detected before and after the lane change. When detected, an event that is an obstruction to progress by the vehicle 25Z in front is detected. Alternatively, when the vehicle 20A repeats a lane change a predetermined number of times (for example, 3 times), the event detection unit 230 detects that the same forward vehicle 25Z is repeatedly detected before and after the lane change. An event that is an obstruction to progress by the vehicle 25Z in front may be detected.

The event detection unit 230 detects a change in the driving lane by the vehicle 20A based on the steering angle of the steering wheel detected by the steering sensor 135, which is included in the vehicle data transmitted from the vehicle 20A. Alternatively, the event detection unit 230 detects a change in the driving lane by the vehicle 20A based on the lane drawn on the road imaged by the cameras 105F, 105R, 110L, 110R, etc. included in the vehicle data transmitted from the vehicle 20A. Detection may also be performed based on a boundary line (for example, an intermittently drawn white line) representing the boundary of the area.

The event detection unit 230 stores the event information 3000 (FIG. 3) and the image of the vehicle ahead 25Z captured by the front camera 105F in the event data storage unit 275. In this case, the event detection unit 230 may create the event information 3000 (FIG. 3) so as to include information representing progress obstruction instead of acceleration.

When the event detection unit 230 detects an event, the dangerous vehicle determination unit 240 reads the vehicle registration number written on the vehicle registration number plate of the vehicle in front 25Z from the image data of the vehicle in front 25Z captured by the front camera 105F. , to identify the preceding vehicle 25Z.

In FIG. 8, the event detection unit 230 detects an event that is a side-by-side vehicle 25W, based on vehicle data transmitted from the vehicle 20A. That is, the event detection unit 230 determines that the lateral inter-vehicle distance D2 between the vehicle 20A and the lateral vehicle 25W, which travels on the side of the vehicle 20A in the same traveling direction as the vehicle 20A, is set to a predetermined lateral distance threshold (e.g. 2m) or less continues for a predetermined width closing time (for example, 5 seconds), an event that is width closing caused by the side vehicle 25W is detected. Note that the lateral distance threshold is not limited to 2 m, and the width closing time is not limited to 5 seconds. These values may be set to appropriate values experimentally or empirically.

The event detection unit 230 detects the side vehicle 25W based on image data captured by the left camera 115L or the right camera 115R, which is included in the vehicle data transmitted from the vehicle 20A. Alternatively, the event detection unit 230 may detect the side vehicle 25W based on the distance data of the LIDAR 120 included in the vehicle data transmitted from the vehicle 20A.

The event detection unit 230 stores the event information 3000 (FIG. 3) and the image of the side vehicle 25W captured by the left camera 115L or the right camera 115R in the event data storage unit 275. In this case, the event detection unit 230 may create the event information 3000 (FIG. 3) so as to include information representing width closing instead of acceleration.

When the event detection unit 230 detects an event, the dangerous vehicle determination unit 240 extracts a feature amount from the image of the side vehicle 25W captured by the left camera 115L or the right camera 115R, and uses the extracted feature amount to Identify the side vehicle 25W.

The dangerous vehicle determination unit 240 extracts feature amounts from an image of another vehicle (front vehicle or rear vehicle) captured by the front camera 105F or the rear camera 105R. The dangerous vehicle determination unit 240 extracts a matching vehicle that matches the feature amount of the side vehicle 25W from the feature amounts of other vehicles. The dangerous vehicle determination unit 240 reads the vehicle registration number written on the vehicle registration number plate of the matching vehicle from the image data captured by the front camera 105F or the rear camera 105R, and obtains specific vehicle information 4000 ( FIG. 4) is created and the created specific vehicle information 4000 is stored in the event data storage unit 275.

Alternatively, when the event detection unit 230 detects an event, the dangerous vehicle determination unit 240 tracks the movement of the side vehicle 25W based on the distance data of the LIDAR 120, which is included in the vehicle data transmitted from the vehicle 20A. When the side vehicle 25W enters the imaging range of the front camera 105F or the rear camera 105R, from the image data captured by the front camera 105F or the rear camera 105R, the information written on the vehicle registration number plate of the side vehicle 25W is determined. The side vehicle 25W may be identified by reading the vehicle registration number.

FIG. 9 is a flowchart schematically showing the operation of the dangerous vehicle information collection system 10 according to the first embodiment. The operation in FIG. 9 is repeatedly executed at regular intervals (for example, 10 msec).

In step S1000, the communication control unit 245 of the server device 30 receives vehicle data from vehicles 20A, 20B, and 20C via the communication IF 100. In step S1005, the communication control unit 245 temporarily stores the received vehicle data in the memory 210 together with the vehicle ID. In step S1010, the reckless vehicle determination unit 240 determines whether the event detection unit 230 has detected an event. If the event detection unit 230 has detected an event (YES in step S1010), the process proceeds to step S1015. On the other hand, if the event detection unit 230 has not detected an event (NO in step S1010), the operation in FIG. 9 ends.

In step S1015, the dangerous vehicle determination unit 240 identifies another vehicle. In step S1020, the dangerous vehicle determination unit 240 reads information on the identified other vehicle from the event data storage unit 275. In step S1025, the dangerous vehicle determination unit 240 adds up the number of times other vehicles have been identified in the specific vehicle information 4000 (FIG. 4). Note that if the information on the identified other vehicle is not stored in the event data storage unit 275, the number of times of identification is not accumulated.

In step S1030, the dangerous vehicle determination unit 240 determines whether the accumulated number of times of identification of other vehicles has reached a number of times threshold. If the accumulated specific number of times of other vehicles has not reached the number of times threshold (NO in step S1030), the process proceeds to step S1035. On the other hand, if the accumulated number of times of identification of other vehicles has reached the number of times threshold (YES in step S1030), the process proceeds to step S1040.

In step S1035, the event detection unit 230 creates event information 3000 (FIG. 3) based on the identified other vehicle information, and stores the created event information 3000 and the image of the other vehicle in the event data storage unit 275. . Note that even if the information on the identified other vehicle is not stored in the event data storage unit 275 in step S1020, the event information 3000 and the image of the other car are stored in the event data storage unit 275 in step S1035. Saved. Furthermore, in step S1035, the dangerous vehicle determination section 240 creates specific vehicle information 4000 (FIG. 4) and stores it in the event data storage section 275. After that, the operation of FIG. 9 ends.

In step S1040, the dangerous vehicle determination unit 240 creates dangerous vehicle information 5000 (FIG. 5) from information on other vehicles whose specified number of times has reached the number threshold, and creates dangerous vehicle information 5000 (FIG. 5) along with the image of the vehicle determined to be a dangerous vehicle. It is saved in the storage unit 280. After that, the operation of FIG. 9 ends.

As explained above, according to the first embodiment, an event such as cutting in, vegging, obstructing progress, or pulling too close is detected, the other vehicle that caused the event is identified, and the specific number of times is set to the number of times threshold. The other vehicle that has reached the threshold is determined to be a dangerous vehicle, and dangerous vehicle information 5000 including the vehicle registration number is stored in the dangerous vehicle data storage section 280. Therefore, it is possible to collect dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously. As a result, accidents can be prevented by sharing dangerous vehicle information.

(Second embodiment)
FIG. 10 is a block diagram schematically showing the configuration of a dangerous vehicle information collection system 10A according to the second embodiment. A dangerous vehicle information collection system 10A according to the second embodiment includes vehicles 20A, 20B, and 20C, and a server device 30A. Vehicles 20A, 20B, 20C and server device 30A are configured to be able to communicate with each other via network 40.

The server device 30A includes a communication IF 200, a control circuit 205A, and a storage device 270A. The storage device 270A is composed of, for example, a hard disk or a semiconductor nonvolatile memory. The storage device 270A includes an event data storage section 275, a dangerous vehicle data storage section 280, and a driving route storage section 285.

The control circuit 205A includes a memory 210A, a CPU 220A, and peripheral circuits (not shown). The memory 210A is constituted by, for example, a semiconductor memory, and includes, for example, a ROM, a RAM, an EEPROM, and the like. For example, the ROM of the memory 210A stores a control program of the second embodiment that operates the CPU 220A. The CPU 220A functions as an event detection section 230, a dangerous vehicle determination section 240A, a communication control section 245, and a driving route confirmation section 250 by operating according to the control program of the second embodiment stored in the memory 210A.

The travel route memory unit 285 stores the position information of the vehicle 20A included in the vehicle data transmitted from the vehicle 20A. That is, the communication control unit 190 of the vehicle 20A transmits the position information of the vehicle 20A calculated by the GPS receiver 150 to the server device 30A via the communication IF 100. The communication control unit 245 of the server device 30A stores the position information of the vehicle 20A included in the vehicle data transmitted from the vehicle 20A in the travel route memory unit 285 in association with the vehicle ID.

The running route confirmation unit 250 checks the position information of the vehicle 20A included in the vehicle data transmitted from the running vehicle 20A and the vehicle 20A stored in the running route storage unit 285 in association with the vehicle ID of the vehicle 20A. The vehicle 20A is compared with the position information to confirm whether or not the route of the currently running vehicle 20A is a normal route that the vehicle 20A has traveled in the past.

Alternatively, the communication control unit 190 of the vehicle 20A determines, via the communication IF 100, whether the currently running route output from the car navigation system 145 is a normal route that has been traveled in the past. Navigation information representing the navigation information may be transmitted to the server device 30A. The driving route confirmation unit 250 determines whether the driving route of the currently running vehicle 20A is a normal driving route that has been traveled in the past, based on the navigation information included in the vehicle data transmitted from the vehicle 20A. You may check. In this case, the driving route storage section 285 becomes unnecessary.

When the driving route of the currently traveling vehicle 20A is an initial driving route that has not been driven before, the dangerous vehicle determination unit 240A keeps the accumulated value at "1" when accumulating the number of times the other vehicle 25X has been identified by the dangerous vehicle determination unit 240A. On the other hand, when the driving route of the currently traveling vehicle 20A is a normal driving route that has been driven before, the dangerous vehicle determination unit 240A increases the accumulated value to, for example, "2" to set it as an increased accumulated value.

FIG. 11 is a diagram schematically showing an example of an integrated value that changes depending on a travel route. In the example of FIG. 11, the number of times threshold is set to 4. As shown in section (A) of FIG. 11, when traveling only on the first route, the cumulative value of the specific number of times is "1", so when another vehicle is identified four times, the dangerous vehicle determination unit 240A, the vehicle is determined to be dangerous. On the other hand, as shown in section (B) of Fig. 11, when driving only on the normal driving route, the cumulative value of the specific number of times is increased to "2", so other vehicles drive twice. Just by being identified, the dangerous vehicle determination unit 240A determines that the vehicle is a dangerous vehicle. In addition, as shown in section (C) of FIG. 11, when the initial traveling route is traveled twice and the normal traveling route is traveled once, the cumulative value of the specific number of times is "1", twice, and " 2'' is one time, so if another vehicle is identified three times, it is determined to be a dangerous vehicle by the dangerous vehicle determination unit 240A.

FIG. 12 is a flowchart schematically showing the operation of the dangerous vehicle information collection system 10A according to the second embodiment. The operation in FIG. 12 is repeatedly executed at fixed time intervals (for example, 10 msec).

Steps S1000 to S1020 are the same as steps S1000 to S1020 in FIG. 9. In step S1100 following step S1020, the driving route confirmation unit 250 confirms whether the driving route of the currently traveling vehicle 20A is a normal driving route. If the driving route of the currently traveling vehicle 20A is a normal driving route (YES in step S1100), the process proceeds to step S1105. On the other hand, if the driving route of the currently traveling vehicle 20A is not a normal driving route (NO in step S1100), the process proceeds to step S1025.

In step S1105, the dangerous vehicle determination unit 240A increases the cumulative value of the specified number of times of the identified other vehicle 25X to "2" to obtain an increased cumulative value. Steps S1025 to S1040 are the same as steps S1025 to S1040 in FIG.

As explained above, according to the second embodiment, when the driving route on which the vehicle 20A is traveling is a normal driving route that the vehicle 20A has traveled in the past, when adding up the specified number of times, " The increased integrated value increased to "2" is integrated. Therefore, when traveling on the normal route, the number of times specified until the number of times threshold is reached can be reduced. As a result, other vehicles can be determined to be dangerous vehicles more quickly. In general, a vehicle driver is considered to be aware of locations where road-related hazards may occur. Therefore, when an event is detected while the vehicle is traveling on a normal route, it is highly likely that the event is caused by another vehicle. Therefore, according to the second embodiment, it is possible to determine that another vehicle is a dangerous vehicle at an appropriate timing depending on the route on which the vehicle 20A is traveling. Note that the increased integrated value is not limited to "2" and may be any value greater than 1.

(Third embodiment)
FIG. 13 is a block diagram schematically showing the configuration of a dangerous vehicle information collection system 10B according to the third embodiment. FIG. 14 is a diagram schematically showing the same example as FIG. 2 of the driving situation of the vehicle when the event detection unit 230 detects an event. FIG. 15 is a diagram schematically showing an example of an integrated value that changes depending on the inter-vehicle distance.

As shown in FIG. 13, a dangerous vehicle information collection system 10B according to the third embodiment includes vehicles 20A, 20B, and 20C, and a server device 30B. Vehicles 20A, 20B, 20C and server device 30B are configured to be able to communicate with each other via network 40. The server device 30B includes a communication IF 200, a control circuit 205B, and a storage device 270. The control circuit 205B includes a memory 210B, a CPU 220B, and peripheral circuits (not shown).

The memory 210B is made up of, for example, a semiconductor memory, and includes, for example, a ROM, a RAM, an EEPROM, and the like. For example, the ROM of the memory 210B stores a control program of the third embodiment that operates the CPU 220B. The CPU 220B functions as an event detection section 230, a dangerous vehicle determination section 240B, a communication control section 245, and a distance calculation section 255 by operating according to the control program of the third embodiment stored in the memory 210B.

The distance calculation unit 255 uses the speed of the vehicle 20A detected by the vehicle speed sensor 125 when the event detection unit 230 detects an event that is interruption driving by the other vehicle 25X, and calculates the stopping distance (=idle running distance). + braking distance). Dry distance is the distance the car travels from when you press the brake pedal until the brakes begin to work. Braking distance is the distance the car travels from when the brakes are applied until it comes to a stop. The stopping distance is the sum of the free running distance and the braking distance. These distance estimates can be calculated depending on the speed of the vehicle.

When the event detection unit 230 detects that an event of interruption driving by the other vehicle 25X is detected, the distance calculation unit 255 further calculates the inter-vehicle distance to the other vehicle 25X in front based on the distance data obtained by the LIDAR 120. do. Alternatively, the distance calculation unit 255 may calculate the inter-vehicle distance to the other vehicle 25X in front based on the size of the other vehicle 25X in the image data output from the front camera 105F.

The dangerous vehicle determination unit 240B compares the calculated stopping distance with the inter-vehicle distance to the other vehicle 25X in front, and adjusts the integrated value when accumulating the number of times the other vehicle 25X has been identified based on the comparison result. do. For example, in FIG. 14, when the inter-vehicle distance D3a between the vehicle 20A and the other vehicle 25X is a long distance that is more than twice the stopping distance, the integrated value when integrating the specific number of times is a predetermined "1". It is adjusted to a smaller integrated value of decrease (for example, "0.5" in this embodiment). Further, when the inter-vehicle distance D3b between the vehicle 20B and the other vehicle 25X is a short distance that is less than the stopping distance, the integrated value when integrating the specific number of times is an increased integrated value ( In this embodiment, it is adjusted to, for example, "2"). In addition, when the inter-vehicle distance D3c between the vehicle 20C and the other vehicle 25X is a medium distance that is equal to or greater than the stopping distance and less than twice the stopping distance, the integrated value when integrating the specific number of times is adjusted to "1". be done.

In the example of FIG. 15, the number of times threshold is set to 4. As shown in section (A) of Fig. 15, when the inter-vehicle distance is a medium distance that is greater than or equal to the stopping distance and less than twice the stopping distance, the cumulative value of the specific number of times is "1", so other When a car is identified four times, the dangerous vehicle determination unit 240B determines that the vehicle is a dangerous vehicle. On the other hand, as shown in section (B) of Fig. 15, when the distance between vehicles is short and the distance is less than the stopping distance, the integrated value of the number of times of identification is "2", so the other vehicle is identified twice. Accordingly, the dangerous vehicle determination unit 240B determines that the vehicle is a dangerous vehicle. Furthermore, as shown in section (C) of Fig. 15, when the distance between vehicles is long distance that is more than twice the stopping distance, the cumulative value of the specific number of times becomes "0.5", so the other vehicle When the vehicle is identified eight times, the dangerous vehicle determination unit 240B determines that the vehicle is a dangerous vehicle.

As explained above, according to the third embodiment, when the inter-vehicle distance D3a between the vehicle 20A and the other vehicle 25X is a long distance that is twice or more the stopping distance, the integrated value is reduced to the reduced integrated value. When the inter-vehicle distance D3b between the vehicle 20B and the other vehicle 25X is a short distance less than the stopping distance, the integrated value is adjusted to an increased integrated value, and the inter-vehicle distance D3c between the vehicle 20C and the other vehicle 25X is adjusted. , the integrated value is adjusted to "1" when the distance is a middle distance that is greater than or equal to the stopping distance and less than twice the stopping distance.

Generally, if the distance between vehicles is short when an event of sudden deceleration is detected, it can be said that the risk is higher than if it is long. Therefore, according to the third embodiment, the other vehicle can be determined to be a dangerous vehicle at an appropriate timing depending on the degree of risk. Note that the increased integrated value is not limited to "2" and may be any value greater than 1. Further, the cumulative decrease value is not limited to "0.5", and may be any value smaller than 1.

(others)
(1) In each of the above embodiments, the CPU 220 of the server device 30 stores all vehicle data such as the image data of the front camera 105F transmitted from the vehicles 20A, 20B, and 20C for a predetermined storage time TS1. It may also be stored in memory 210. In this case, if the event detection unit 230 does not detect an event, the CPU 220 may sequentially erase old vehicle data from the memory 210. Further, the CPU 220 stores all vehicle data transmitted from the vehicles 20A, 20B, and 20C in the memory 210 for a predetermined storage time TS2 from the time when the event is detected by the event detection unit 230. Good too. The storage times TS1 and TS2 may each have the same value as the increase time or width adjustment time for event detection, or may have different values.

(2) In each of the above embodiments, the CPU 220 of the server device 30 has the function of the event detection unit 230, but the function is not limited thereto. Alternatively, the CPU 180 of the vehicle 20A may have the function of the event detection section 230. In this case, the communication control unit 190 of the vehicle 20A may transmit only vehicle data related to the event to the server device 30 when the event is detected. For example, when an event of sudden deceleration is detected, the communication control unit 190 may transmit only the imaging data of the front camera 105F and the acceleration data of the acceleration sensor 130 to the server device 30.

(3) In each of the above embodiments, raw detection data, such as acceleration data from the acceleration sensor 130, is configured to be transmittable from the vehicle 20A to the server device 30, but this is not limited thereto. For example, the CPU 180 of the vehicle 20A may have a function of diagnosing whether the driving by the driver of the vehicle 20A is safe driving or dangerous driving. The raw detection data may be configured not to be transmittable from the vehicle 20A to the server device 30, and only the driving diagnosis result, image data from the front camera 105F, etc., and distance data from the LIDAR 120 may be transmittable from the vehicle 20A to the server device 30.

In this case, the event detection unit 230 of the server device 30 detects that the other vehicle 25X (FIG. 2) is included in the imaging data of the front camera 105F, for example, when the diagnosis result of dangerous driving due to sudden deceleration is transmitted from the vehicle 20A. 25X, an event that is an interruption by another vehicle 25X may be detected.

The dangerous vehicle information gathering technology disclosed herein is particularly useful for systems that prevent vehicle accidents.

30, 30A, 30B Server device 230 Event detection unit 240, 240A, 240B Dangerous vehicle determination unit 250 Driving route confirmation unit 255 Distance calculation unit 280 Dangerous vehicle data storage unit 5000 Dangerous vehicle information

Claims (6)

A dangerous vehicle information collection method used in a dangerous vehicle information collection system that collects dangerous vehicle information regarding a dangerous vehicle in which a driver drives dangerously, the computer of the dangerous vehicle information collection system comprising:
Detecting events related to the vehicle and other vehicles located around the vehicle from vehicle data regarding the driving situation of the vehicle;
When the event is detected, identifying the other vehicle using a surroundings detection unit that detects the surroundings of the vehicle;
determining the other vehicle as the dangerous vehicle based on the specific result;
When the other vehicle is determined to be the dangerous vehicle, information about the other vehicle obtained from the detection result of the surrounding detection unit is stored as the dangerous vehicle information in a dangerous vehicle data storage unit;
The vehicle data includes driving route information indicating whether the driving route on which the vehicle is traveling is a normal driving route that has been traveled in the past;
Based on the driving route information, it is confirmed whether the driving route is the normal driving route, and when the driving route is the normal driving route, compared to when the driving route is not the normal driving route, determining the other vehicle as the dangerous vehicle more quickly;
Dangerous vehicle information collection method. In the determination, when the identified number of times reaches a predetermined number of times threshold, the other vehicle is determined to be the dangerous vehicle;
When the driving route is the normal driving route, the number of times specified until the number of times threshold is reached is reduced compared to when the driving route is not the normal driving route.
The dangerous vehicle information collection method according to claim 1. The vehicle data includes acceleration of the vehicle,
The surrounding detection unit includes a front camera that images the front of the vehicle,
In the detection, the event, which is a sudden deceleration in which the vehicle decelerates by a predetermined acceleration threshold or more, is detected from the acceleration of the vehicle;
In the identification, the preceding vehicle is identified as the other vehicle based on the vehicle registration number of the preceding vehicle read from image data of a preceding vehicle traveling in the same traveling direction in front of the vehicle, which is imaged using the front camera. identified as
In the storage, the vehicle registration number of the preceding vehicle is stored as the dangerous vehicle information in the dangerous vehicle data storage unit.
The dangerous vehicle information collection method according to claim 1. The vehicle data includes the speed of the vehicle, the rear distance between the vehicle and a vehicle traveling behind the vehicle in the same direction as the vehicle, and whether or not the road on which the vehicle is traveling is congested. Congestion information representing the
The surrounding detection unit includes a rear camera that images the rear of the vehicle,
In the detection, the traffic congestion information indicates that the road on which the vehicle is traveling is not congested, the speed of the vehicle is maintained within a predetermined speed range, and the rear inter-vehicle distance is predetermined. When the condition in which the rear distance is equal to or less than the rearward distance threshold continues for a predetermined swaying time, the event that is swaying driving of the rear vehicle is detected;
In the identification, the rear vehicle is identified as the other vehicle based on the vehicle registration number of the rear vehicle read from image data of the rear vehicle captured using the rear camera;
In the storage, the vehicle registration number of the rear vehicle is stored as the dangerous vehicle information in the dangerous vehicle data storage unit.
The dangerous vehicle information collection method according to claim 1. A dangerous vehicle information collection system that collects dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously,
an event detection unit that detects an event related to the vehicle and other vehicles located around the vehicle from vehicle data regarding the driving situation of the vehicle;
an identification unit that identifies the other vehicle using a surroundings detection unit that detects the surroundings of the vehicle when the event is detected;
a determination unit that determines the other vehicle to be the dangerous vehicle based on the specific result;
a control unit that, when the other vehicle is determined to be the dangerous vehicle, stores information about the other vehicle obtained from the detection result of the surrounding detection unit in a dangerous vehicle data storage unit as the dangerous vehicle information;
Equipped with
The vehicle data includes driving route information indicating whether the driving route on which the vehicle is traveling is a normal driving route that has been traveled in the past;
The determination unit checks whether the driving route is the normal driving route based on the driving route information, and when the driving route is the normal driving route, the driving route is not the normal driving route. determining the other vehicle as the dangerous vehicle more quickly than when
Dangerous vehicle information collection system. A dangerous vehicle information collection program used in a dangerous vehicle information collection system that collects dangerous vehicle information regarding dangerous vehicles whose drivers drive dangerously, the dangerous vehicle information collection program including:
A process of detecting an event related to the vehicle and other vehicles located around the vehicle from vehicle data regarding the driving situation of the vehicle;
When the event is detected, a process of identifying the other vehicle using a surroundings detection unit that detects the surroundings of the vehicle;
a process of determining the other vehicle as the dangerous vehicle based on the specific result;
When the other vehicle is determined to be the dangerous vehicle, storing information about the other vehicle obtained from the detection result of the surrounding detection unit in a dangerous vehicle data storage unit as the dangerous vehicle information;
The vehicle data includes driving route information indicating whether the driving route on which the vehicle is traveling is a normal driving route that has been traveled in the past;
Based on the driving route information, it is confirmed whether the driving route is the normal driving route, and when the driving route is the normal driving route, compared to when the driving route is not the normal driving route, processing for determining the other vehicle as the dangerous vehicle more quickly ;
to execute,
Dangerous vehicle information collection program.