JP6201855B2 - Driving support system, method and program - Google Patents

Description

  The present invention relates to a technique for providing guidance that prompts a user to pay attention to traveling.

  2. Description of the Related Art Conventionally, a technique for identifying a point where attention should be paid based on the operation of a vehicle on a road is known. For example, in Patent Document 1, when it is estimated that an operation performed in an emergency has occurred, the operation is actually performed urgently in consideration of the road traffic rule information and the situation related to the situation around the vehicle. A technique for collecting a point where an operation has occurred when it is determined that the possibility is high is disclosed.

JP 2007-323281 A

In the conventional technology, operation occurrence points collected by a plurality of vehicles are distributed over a wide range in relation to the cause of sudden deceleration existing at a certain point, and the appropriate timing for suppressing excessive deceleration for the cause of sudden deceleration. I was unable to guide you. That is, the operation occurrence point may fluctuate depending on the vehicle speed of the vehicle on which the operation is performed, the driver's carelessness, etc. Even if a plurality of operation occurrence points where deceleration operations are performed are collected, the collected points are distributed over a wide range. Therefore, it is unclear at what timing the guidance for driving attention regarding the cause of sudden deceleration can be stopped before reaching the cause of sudden deceleration without excessive deceleration.
The present invention has been made in view of the above problems, and an object of the present invention is to provide a technique for performing guidance at a timing capable of stopping before reaching the cause of sudden deceleration without excessive deceleration.

  In order to achieve the above object, the driving support system is based on travel history acquisition means for acquiring travel histories of a plurality of vehicles and travel histories for a plurality of vehicles that have undergone rapid deceleration due to the same sudden deceleration cause. The vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point, the travel history analyzing means for acquiring the sudden deceleration point that is the sudden deceleration point and the initial vehicle speed that is the vehicle speed of the vehicle at the sudden deceleration point. The vehicle speed transition acquisition means for acquiring the vehicle speed transition for stopping the vehicle before any point where the vehicle stops, and the vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition are urged to pay attention to traveling Guidance means for performing guidance.

  In order to achieve the above object, the driving support method includes a driving history acquisition step for acquiring a driving history of a plurality of vehicles, and a driving history for a plurality of vehicles that are suddenly decelerated due to the same cause of sudden deceleration. Based on a travel history analysis step of acquiring a sudden deceleration point that is a sudden deceleration point and an initial vehicle speed that is a vehicle speed of the vehicle at the sudden deceleration point, and at a certain deceleration from the initial vehicle speed at each sudden deceleration point The vehicle speed transition acquisition process that acquires the vehicle speed transition to stop the vehicle before any point where the vehicle stops when the vehicle is decelerated, and attention to traveling to vehicles approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition And a guidance process for providing guidance for prompting.

  Furthermore, in order to achieve the above object, the driving support program includes a travel history acquisition function for acquiring a travel history of a plurality of vehicles, and a travel history for a plurality of vehicles that are suddenly decelerated due to the same cause of sudden deceleration. Based on a travel history analysis function for acquiring a sudden deceleration point that is a sudden deceleration point and an initial vehicle speed that is a vehicle speed of the vehicle at the sudden deceleration point, and a vehicle at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point A vehicle speed transition acquisition function that acquires the vehicle speed transition to stop the vehicle before any point where the vehicle stops when the vehicle is decelerated, and attention to traveling to vehicles approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition The computer is realized with a guidance function for performing guidance for prompting.

  As described above, the driving support system, method, and program are based on the traveling history of a plurality of vehicles that have been suddenly decelerated due to the same cause of sudden deceleration, and at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point. The vehicle speed transition for stopping the vehicle before any point where the vehicle stops when the vehicle is decelerated is acquired. Then, guidance is provided to alert the vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition.

  In other words, when the sudden deceleration points where a sudden deceleration is performed by a plurality of vehicles are concentrated in a predetermined range, each vehicle is presumed to have suddenly decelerated due to the same sudden deceleration cause. It is preferable to be guided to. However, even if the points where the rapid deceleration is performed in a plurality of vehicles are concentrated in a predetermined range, the points are distributed at different positions, and the initial vehicle speed at each point may be different. And when guidance is given not only at the sudden deceleration point but also whether or not the vehicle speed is excessive, it is not always clear which vehicle's driving history should be focused on in the conventional technology. .

  Therefore, assuming that the vehicle is stopped at a predetermined deceleration, it is possible to specify a change in the vehicle speed from the start of deceleration at any point and the vehicle speed to the stop, and the vehicle is decelerated at the predetermined deceleration. In this case, the stop point of the vehicle can be acquired as the estimated stop point. If the estimated stop point is closest to the vehicle, if it is considered to be the safest deceleration among a plurality of travel histories, the vehicle speed transition for stopping the vehicle further before the estimated stop point is acquired. Thus, it is possible to specify the vehicle speed transition for determining whether or not the vehicle speed at each point is a problem. Therefore, attention should be paid to users of vehicles approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition for stopping the vehicle before any of the plurality of estimated stop points identified from the traveling history of the plurality of vehicles. If it is urged, guidance can be performed at a timing that can be stopped before reaching the cause of the sudden deceleration without excessive deceleration.

It is a block diagram of a driving assistance system. It is a flowchart of a driving assistance process. (3A)-(3C) are figures which show vehicle speed transition.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of the driving support system:
(1-1) Configuration of navigation terminal:
(1-2) Configuration of the driving support system:
(2) Driving support processing:
(3) Other embodiments:

(1) Configuration of the driving support system:
FIG. 1 is a block diagram showing the configuration of the driving support system according to the present embodiment. The driving support system 10 according to the present embodiment causes a guidance unit (a user I / F unit 450 described later) included in the navigation terminal 100 mounted on the vehicle C to perform guidance regarding the cause of rapid deceleration by wireless communication.

(1-1) Configuration of navigation terminal:
The navigation terminal 100 is mounted on a plurality of vehicles C traveling on a road, and the navigation terminal 100 includes a control unit 200 including a CPU, a RAM, a ROM, and the like, and a recording medium 300, which is stored in the recording medium 300 and the ROM. The programmed program can be executed by the control unit 200. In the present embodiment, the control unit 200 can execute the navigation program 210 as one of the programs.

  Further, the vehicle C includes a communication unit 220, a GPS reception unit 410, a vehicle speed sensor 420, a gyro sensor 430, a brake sensor 440, and a user I / F unit 450. The communication unit 220 includes a circuit for performing wireless communication, and the control unit 200 can communicate with the driving support system 10 by controlling the communication unit 220. The GPS receiver 410 receives radio waves from GPS satellites and outputs a signal indicating a signal for calculating the current location of the vehicle C via an interface (not shown). The control unit 200 acquires this signal and acquires the current location of the vehicle C. The vehicle speed sensor 420 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle C. The control unit 200 acquires this signal via an interface (not shown) and acquires the vehicle speed. The gyro sensor 430 detects angular acceleration about turning of the vehicle C in the horizontal plane, and outputs a signal corresponding to the direction of the vehicle C. The control unit 200 acquires this signal and acquires the traveling direction of the vehicle C. The vehicle speed sensor 420, the gyro sensor 430, and the like are used to specify the traveling locus of the vehicle C. In the present embodiment, the current location is identified based on the departure location and the traveling locus of the vehicle C. The current location of the vehicle C specified based on the travel locus is corrected based on the output signal of the GPS receiver 410.

  In the recording medium 300, map information 300a is recorded. The map information 300a includes node data indicating the position and altitude of nodes set on the road on which the vehicle C is traveling, and a shape indicating the position and altitude of the shape interpolation point for specifying the shape of the road between the nodes. Interpolation data, link data indicating connection between nodes, facility data indicating attributes and positions of facilities that can be the destination of the planned travel route, and the like are included. The control unit 200 can specify the road shape based on the node data and the shape interpolation data indicated by the map information 300a.

  The brake sensor 440 is a sensor that detects the amount of operation of the brake pedal in the vehicle C, and the control unit 200 acquires information indicating the detected amount, specifies the operation amount of the brake pedal per unit time, It can be determined whether or not the brake operation is an operation corresponding to sudden deceleration.

  The user I / F unit 450 is an interface unit for inputting user instructions and providing various types of information to the user, such as a display unit or a speaker that also serves as an input unit including a touch panel display (not shown). An output sound output unit is provided. The control unit 200 can cause the user I / F unit 450 to display the current location of the vehicle C and a map around the current location by the function of the navigation program 210. That is, the control unit 200 acquires the current location of the vehicle C, generates an image indicating a map around the current location based on the map information 300a, and outputs the image to the user I / F unit 450. As a result, the display unit of the user I / F unit 450 displays a map including the current location.

  Furthermore, the navigation program 210 in the present embodiment can cause the control unit 200 to realize a function of acquiring a travel history that is a history of the operation of the vehicle C in the travel process of the vehicle C. Further, the navigation program 210 can cause the control unit 200 to realize a function of performing guidance for preventing the occurrence of sudden deceleration. Therefore, the control unit 200 determines whether or not sudden deceleration has occurred based on the output information of the brake sensor 440 by the processing of the navigation program 210. When it is determined that sudden deceleration has occurred, the control unit 200 identifies the current location of the vehicle C based on the output signals of the GPS receiving unit 410, the vehicle speed sensor 420, and the gyro sensor 430 by the processing of the navigation program 210. Then, the control unit 200 sets the current location as a sudden deceleration point where sudden deceleration has occurred, and records information indicating the sudden deceleration point in the recording medium 300 as travel history information 300b. Further, the control unit 200 specifies the initial vehicle speed that is the vehicle speed of the vehicle C at the sudden deceleration point based on the output signal of the vehicle speed sensor 420 at the sudden deceleration point, and records it as the travel history information 300b in association with the sudden deceleration point. Recording on the medium 300.

  In the present embodiment, the control unit 200 can transmit the travel history information 300b to the driving support system 10 via the communication unit 220 by the processing of the navigation program 210. In the driving support system 10, the travel history information 300b transmitted from the plurality of vehicles C is acquired and analyzed, and the guidance target point is specified.

(1-2) Configuration of the driving support system:
The driving support system 10 includes a control unit 20 including a CPU, RAM, ROM, and the like, and a recording medium 30, and the control unit 20 can execute a program recorded in the recording medium 30 and the ROM. Further, the driving support system 10 includes a communication unit 22. The communication unit 22 is configured by a circuit for performing wireless communication, and the control unit 20 can control the communication unit 22 to perform wireless communication with the vehicle C. Furthermore, the travel history information 300b acquired from the vehicle C is recorded as the travel history information 30b on the recording medium 30, and the guidance target point information 30a generated during the operation process of the driving support system 10 is recorded.

  In the present embodiment, the control unit 20 can execute the driving support program 21 recorded in the recording medium 30, and the control unit 20 analyzes the travel history information 30 b by the processing of the driving support program 21 and guides The point is recorded on the recording medium 30, and the guidance target point and the vehicle speed transition are distributed to the vehicle C. For this purpose, the control unit 20 includes a travel history acquisition unit 21a, a travel history analysis unit 21b, a vehicle speed transition acquisition unit 21c, and a guide unit 21d.

  The travel history acquisition unit 21a is a program module that causes the control unit 20 to realize a function of acquiring travel histories of a plurality of vehicles C. That is, the control unit 20 acquires the travel history information 300b transmitted from the vehicle C at an arbitrary timing by the processing by the travel history acquisition unit 21a, and records the travel history information 300b on the recording medium 30 as the travel history information 30b.

  The travel history analysis unit 21b, based on the travel history information 30b for a plurality of vehicles C that have undergone rapid deceleration due to the same sudden deceleration cause, the sudden deceleration point that is a sudden deceleration point and the sudden deceleration point. It is a program module that causes the control unit 20 to realize a function of acquiring an initial vehicle speed that is the vehicle speed of the vehicle C. That is, the control unit 20 refers to the travel history information 30b, and when sudden deceleration points are concentrated and distributed within a predetermined distance range, the sudden deceleration at each sudden deceleration point is performed by the same sudden deceleration cause. I presume it was broken. Then, the control unit 20 refers to the travel history information 30b and acquires the sudden deceleration point where the sudden deceleration is performed due to the same sudden deceleration cause and the initial vehicle speed associated with each point.

  The vehicle speed transition acquisition unit 21c acquires a vehicle speed transition for stopping the vehicle C before any point where the vehicle C stops when the vehicle C is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point. This is a program module that causes the control unit 20 to realize the function to be performed. That is, the control unit 20 performs the processing in the vehicle speed transition acquisition unit 21c, and at the sudden deceleration point, the most advancing direction among the estimated stop points when each of the plurality of vehicles C is decelerated at the initial vehicle speed and the predetermined deceleration. The vehicle speed transition that does not reach the estimated stop point that exists behind is identified.

  Specifically, the control unit 20 performs the processing of the vehicle speed transition acquisition unit 21c so that the change in the vehicle speed at a predetermined deceleration is specified by the equation of motion or the like. The combination of the rapid deceleration point that matches the vehicle speed and the vehicle speed per hour) and the initial vehicle speed, and the combination of the rapid deceleration point and the initial vehicle speed that are closest to the estimated stop point. It should be noted that various parameters (such as the weight of the vehicle) constituting the equation of motion may be determined in advance, or included in the travel history information 30b and acquired by referring to the travel history information 30b. good. The deceleration is the magnitude of acceleration acting in the opposite direction of the vehicle's direction of travel, and the predetermined deceleration is considered to be an excessive deceleration when the absolute value is larger than the predetermined deceleration. (For example, a fixed value (0.4 G, etc.)).

  FIG. 3A is a diagram illustrating an example of a combination of a sudden deceleration point and an initial vehicle speed when sudden deceleration is performed in a plurality of vehicles C due to the same cause of sudden deceleration. In FIG. 3A, combinations of sudden deceleration points and initial vehicle speeds are plotted on a graph with the horizontal axis representing the position and the vertical axis representing the vehicle speed. Moreover, the curve of a broken line and a continuous line is the above-mentioned deceleration line. As described above, the deceleration line indicating the change in the vehicle speed at the predetermined deceleration has a constant shape on the graph as shown in FIG. 3A. Therefore, when the deceleration line is moved parallel to the horizontal axis on the graph and matched with the plot point on the graph, the deceleration at a predetermined deceleration from the initial vehicle speed at the sudden deceleration point indicated by the plot point Changes in vehicle speed will be identified. Therefore, the control unit 20 specifies the combination of the rapid deceleration point that matches the deceleration line and the initial vehicle speed on the leftmost side (front side) on the graph shown in FIG. 3A.

The control unit 20 sets the combination of the sudden deceleration point thus identified and the initial vehicle speed as the target point Ps and the target vehicle speed Vs. And the control part 20 acquires the change of the vehicle speed for every point when the vehicle C is decelerated by the predetermined deceleration from the vehicle speed Vs of interest at the point P ₁ before the predetermined margin M from the point of interest as the vehicle speed transition. . That is, the control unit 20 acquires, as the vehicle speed transition, a change in the vehicle speed at each point when the deceleration line is matched with a point that is a predetermined margin before the point of interest. In FIG. 3A, the vehicle speed transition Vt is indicated by a solid line. Note that the amount of the predetermined margin M only needs to be determined in advance, and can be, for example, a free running distance until a driving operation according to guidance is performed after the guidance timing.

  With the above processing, the vehicle speed transition for stopping the vehicle C before any point where the vehicle C stops when the vehicle C is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point is acquired. And the control part 20 produces | generates the information which shows a guidance object point, matches the information which shows vehicle speed transition, and records it on the recording medium 30 as the guidance object point information 30a. The guidance target point may be a point where guidance regarding sudden deceleration is to be performed, and is defined as a statistical value of a plurality of sudden deceleration points or a point where a cause of sudden deceleration exists (a point where the vehicle speed becomes 0 in the vehicle speed transition). It is possible. In addition, when the information which shows a vehicle speed transition cannot be specified (it mentions later for details), the control part 20 produces | generates the information which shows a guidance object point, and is recorded as guidance object point information 30a, without matching the information which shows a vehicle speed transition Record 30.

  The guide unit 21d is a program module that causes the control unit 20 to implement a function of guiding the vehicle C approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition acquired by the processing of the vehicle speed transition acquisition unit 21c. is there. In other words, the control unit 20 regards that the vehicle C approaching the location of the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition may require excessive deceleration, and performs guidance for prompting the vehicle C to pay attention to traveling. Execute the process for

  Specifically, the control unit 20 delivers the guidance target point information 30a to the vehicle C at an arbitrary timing (for example, in response to a request from the vehicle C). When the guidance target point information 30a is distributed, in the vehicle C, the control unit 200 acquires the guidance target point information 30a and records it in the recording medium 300 or the like. When the guidance target point information 30a is recorded on the recording medium 300 or the like, the control unit 200 performs the processing of the navigation program 210 to determine the current location of the vehicle C based on the output signals of the GPS receiving unit 410, the vehicle speed sensor 420, and the gyro sensor 430. Is identified. When the current location approaches the guidance target point, the control unit 200 performs guidance based on the guidance target point information 30a.

  That is, when the vehicle speed transition is associated with the guidance target point information 30a, the control unit 200 determines whether or not the current vehicle speed at the current location of the vehicle C exceeds the vehicle speed at the current location indicated by the vehicle speed transition described above. To do. When the current vehicle speed at the current location of the vehicle C exceeds the vehicle speed at the current location indicated by the above-described vehicle speed transition, the control unit 200 considers that excessive deceleration is necessary, and makes the driver of the vehicle C excessively A control signal for prompting the user to pay attention to deceleration is output to the user I / F unit 450. As a result, an image that calls attention to excessive deceleration is displayed on the display unit of the user I / F unit 450, and a sound that calls attention to excessive deceleration is output from the output unit of the user I / F unit 450. Through the above processing, it is possible to provide guidance to the driver of the vehicle C that attention should be paid to excessive vehicle speed before reaching the guidance target point.

  According to the above configuration, guidance can be performed at an appropriate timing so that the vehicle can be stopped before reaching the cause of rapid deceleration without excessive deceleration. That is, as shown in FIG. 3A, when sudden deceleration points where sudden deceleration is performed by a plurality of vehicles C are concentrated in a predetermined range, it is estimated that each vehicle C has suddenly decelerated due to the same cause of rapid deceleration. Therefore, it is preferable to guide in advance regarding the cause of the sudden deceleration. However, even if the points where the rapid deceleration is performed in the plurality of vehicles C are concentrated in a predetermined range, the points are distributed at different positions, and the initial vehicle speed at each point may be different. When guidance is given not only at a sudden deceleration point but also at an excessive vehicle speed, it is not always clear which vehicle C should be focused on in the conventional technology. .

  For example, assuming that the vehicle C is decelerated and stopped at a predetermined deceleration from each initial speed at a plurality of sudden deceleration points, the vehicle stops most immediately when the deceleration starts from the nearest sudden deceleration point. Not always. In the example shown in FIG. 3A, the sudden deceleration point Pm that is closest to the vehicle is present in front of the point of interest Ps, but when the vehicle C is decelerated at a predetermined deceleration, the traveling direction is more than the point of interest Ps. It can be stopped forward. Therefore, the nearest sudden deceleration point is not always appropriate as a reference for minimizing the degree of approach to the cause of sudden deceleration when the vehicle is decelerated at a predetermined deceleration.

  However, in the present embodiment, the control unit 20 acquires the vehicle speed transition of the vehicle C so that the vehicle can be stopped before any of the estimated stop points of the vehicle when the vehicle is decelerated at a predetermined deceleration. Then, the controller 20 regards the case where the estimated stop point is closest to the vehicle as the safest deceleration in the plurality of travel histories, and the vehicle speed for stopping the vehicle C further before the estimated stop point. Get the transition. Therefore, by prompting the user of vehicle C approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition, the vehicle can be safely stopped before reaching the cause of sudden deceleration without excessive deceleration. Guidance can be provided at the timing when possible.

  In addition, when the vehicle speed transition is not associated with the guidance target point information 30a, the control unit 200 controls the driver of the vehicle C to call attention to driving at a point a predetermined distance before the guidance target point. The signal is output to the user I / F unit 450. As a result, an image prompting attention of traveling at the guidance target point is displayed on the display unit of the user I / F unit 450, and a voice prompting attention of traveling at the guidance target point is output from the output unit of the user I / F unit 450. The Through the above processing, it is possible to provide guidance to the driver of the vehicle C that attention should be paid to excessive vehicle speed before reaching the guidance target point.

(2) Driving support processing:
Next, a driving support process executed by the control unit 20 by the driving support program 21 will be described in detail. FIG. 2 is a flowchart showing the driving support process. The driving support process is executed every time the travel history information 300b is transmitted from the vehicle C. That is, the navigation terminal 100 mounted on the vehicle C transmits the travel history information 300b of the vehicle C to the driving support system 10 according to an instruction from the user of the vehicle C or periodically.

  When the travel history information 300b is transmitted, the control unit 20 acquires the travel history information 300b via the communication unit 22 by the processing of the travel history acquisition unit 21a, and records it as the travel history information 30b on the recording medium 30. To do. (Step S100). As a result, information indicating the sudden deceleration point where the vehicle C is suddenly decelerated and the initial vehicle speed at the sudden deceleration point is recorded in the recording medium 30 as the travel history information 30b.

  Next, the control unit 20 acquires the sudden deceleration point and the initial vehicle speed by the processing of the travel history analysis unit 21b (step S105). That is, the control unit 20 refers to the travel history information 30b acquired in step S100, and acquires the sudden deceleration point and the initial vehicle speed.

  Next, the control unit 20 determines whether or not the sudden deceleration points are concentrated in a narrow range by the process of the travel history analysis unit 21b (step S110). That is, since the driving support process is executed every time the travel history information 300b is transmitted from the vehicle C, the accumulated amount of the travel history information 30b increases with the passage of time. When the sudden deceleration points indicated by the travel history information 30b are concentrated in a narrow range, it is estimated that the sudden deceleration point is a point where sudden deceleration is performed with respect to the same cause of sudden deceleration. Therefore, the control unit 20 defines a predetermined distance range centered on the sudden deceleration point acquired in step S105, and when there are a predetermined number of sudden deceleration points in the range, the sudden deceleration point is determined. Consider concentrated in a narrow area.

  In step S110, when it is not determined that the sudden deceleration point is concentrated in a narrow range, the control unit 20 ends the driving support process. On the other hand, when it is determined in step S110 that the sudden deceleration points are concentrated in a narrow range, the control unit 20 specifies a guidance target point by the process of the travel history analysis unit 21b (step S115). That is, the control unit 20 specifies a guidance target point by statistical processing based on a plurality of sudden deceleration points concentrated in a narrow range. In addition, as a statistical process, the process etc. which use the gravity center of several rapid deceleration points as a guidance object point are mentioned, for example.

  Next, the control part 20 specifies a vehicle speed transition by the process of the vehicle speed transition acquisition part 21c (step S120). In the present embodiment, the control unit 20 has a number of sudden deceleration points that are considered to be concentrated in a narrow range in step S110 as a statistically significant number that is greater than or equal to a predetermined threshold that is determined in advance. Identify vehicle speed transition. That is, a sudden deceleration point (a point of interest) and an initial vehicle speed (a vehicle point of interest) that can be stopped closest are identified by a deceleration line when the vehicle C is decelerated at a predetermined deceleration, and a predetermined margin is determined from the point of interest. Move the deceleration line so that it matches the point just before, and acquire it as the vehicle speed transition. On the other hand, when the number of sudden deceleration points is less than the predetermined threshold, the control unit 20 does not specify the vehicle speed transition.

  Next, the control unit 20 determines whether or not the vehicle speed transition has been identified by the processing of the guide unit 21d (step S125). If it is determined in step S125 that the vehicle speed transition has been specified, the control unit 20 sets the guidance target point and the vehicle speed transition as distribution targets by the processing of the guide unit 21d (step S130). That is, the control unit 20 sets the guidance target point specified in step S115 and the vehicle speed transition specified in step S120 as distribution targets, and records them in the recording medium 30 as distribution targets. In this state, the control unit 20 distributes the guidance target point and the vehicle speed transition that are the distribution target in response to a distribution request from the vehicle C and the like.

  If it is not determined in step S125 that the vehicle speed transition has been specified, the control unit 20 sets a guidance target point as a distribution target by the processing of the guidance unit 21d (step S135). That is, the control unit 20 sets the guidance target point specified in step S115 as a distribution target, and records it as a distribution target in the recording medium 30. In this state, the control unit 20 distributes the guidance target point and the vehicle speed transition, which are the distribution targets, in response to a distribution request from the vehicle C or the like.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, in order to stop the vehicle before any point where the vehicle stops when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at the sudden deceleration point. As long as the vehicle speed change is acquired and a vehicle having a vehicle speed exceeding the vehicle speed change is urged to pay attention to traveling, other various embodiments can be adopted. For example, the navigation terminal 100 may be fixedly mounted on the vehicle, or may be a mode in which the portable navigation terminal 100 is brought into the vehicle and used. In addition, at least a part of the travel history acquisition unit 21a, the travel history analysis unit 21b, the vehicle speed transition acquisition unit 21c, and the guide unit 21d may be realized by a control subject different from the above-described embodiment. For example, each part may be provided in the navigation terminal 100. Furthermore, the configuration for detecting the occurrence of sudden deceleration is not limited to the brake sensor 440, and may be detected based on, for example, the output signal of the vehicle speed sensor 420 or the operating state of ABS control.

  The travel history acquisition unit only needs to be able to acquire the travel histories of a plurality of vehicles, and the travel history can identify the occurrence of sudden deceleration in the vehicle and the initial vehicle speed that is the vehicle speed at the point where the sudden deceleration occurred. As long as it is defined. Therefore, for example, the configuration may be such that the operation history (vehicle speed, acceleration, etc.) for each vehicle position is a travel history, and the history of driving operations (sudden deceleration operation such as sudden braking) for each vehicle position is included. May be. The deceleration is the magnitude of acceleration acting in the direction opposite to the traveling direction of the vehicle.

  The travel history analyzing means is based on travel histories for a plurality of vehicles that have been suddenly decelerated due to the same cause of sudden deceleration, based on the sudden deceleration point that is the sudden deceleration point and the vehicle speed of the vehicle at the sudden deceleration point. It is sufficient if a certain initial vehicle speed can be acquired. Sudden deceleration is an accidental deceleration that does not occur in normal driving. For example, a deceleration that causes a change in vehicle speed per reference unit (unit distance, unit time, etc.) to be greater than or equal to a predetermined change amount, The deceleration by the driving | operation operation whose operation amount is more than a threshold value is mentioned. Therefore, a point where such a rapid deceleration is performed is specified based on the travel history, and the initial vehicle speed may be specified based on the vehicle speed history at the point. The determination of whether or not sudden deceleration has been performed due to the same sudden deceleration cause can be performed by various methods. For example, when sudden deceleration points are distributed within a predetermined distance range, it is possible to employ a configuration that estimates that each sudden deceleration is caused by the same cause of sudden deceleration.

  The vehicle speed transition acquisition means can acquire a vehicle speed transition for stopping the vehicle before any point where the vehicle stops when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point. Good. That is, at the sudden deceleration point, the vehicle speed transition that does not reach the estimated stop point that is the rearmost in the traveling direction among the estimated stop points when each of the plurality of vehicles is decelerated at the initial vehicle speed and the predetermined deceleration. If it is specified and the vehicle speed exceeds the vehicle speed transition, it may be considered that excessive deceleration is required to stop at the estimated stop point.

  The predetermined deceleration is not limited as long as a deceleration having an absolute value larger than the predetermined deceleration can be regarded as an excessive deceleration. For example, a fixed value (0.4G or the like) A configuration with speed can be adopted. Of course, the predetermined deceleration may be a different value for each vehicle. For example, an average deceleration or a maximum speed that is a deceleration acting on the vehicle during the rapid deceleration may be set as the predetermined deceleration.

  Furthermore, an estimated stop point that is a stop point when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at the sudden deceleration point may be specified, or each estimated stop point may be specified without specifying the estimated stop point. A vehicle speed transition for stopping the vehicle before any of the points may be acquired. As the latter, the vehicle speed transition acquisition means specifies the combination of the sudden deceleration point and the initial vehicle speed at which the vehicle can be stopped at the forefront when the vehicle is decelerated at a predetermined deceleration as the target point and the target vehicle speed. In addition, it is possible to adopt a configuration in which the vehicle speed at each point when the vehicle is decelerated from the target vehicle speed at a predetermined deceleration at a point before the target point is acquired as the vehicle speed transition. That is, at least a point of interest and a vehicle speed at which the vehicle can be stopped at the foremost position when the vehicle is decelerated at a predetermined deceleration rate may be specified. In order to identify the point of interest and the vehicle speed of interest, for example, in a state where the change in the vehicle speed at a predetermined deceleration is specified by an equation of motion or the like, a deceleration line indicating the change in the vehicle speed (the vehicle speed and time for each point) What is necessary is just to specify the combination of the rapid deceleration point that matches the vehicle speed) and the initial vehicle speed, and the combination of the rapid deceleration point and the initial vehicle speed at which the estimated stop point is closest.

  In any case, if the transition of the vehicle speed for stopping the vehicle before the foremost estimated stop point assumed for a plurality of vehicles is identified, the vehicle will suddenly stop at a deceleration smaller than any of the history for the plurality of vehicles. It is possible to specify the vehicle speed transition so that guidance can be provided at a timing at which the vehicle can be decelerated to the cause of deceleration. When specifying the vehicle speed transition, it is sufficient if the vehicle can be stopped before the estimated stop point closest to the vehicle. For example, what is necessary is just to acquire the vehicle speed for every point when a vehicle is decelerated by the predetermined deceleration from the vehicle speed of interest in the point before the above-mentioned point of interest as a vehicle speed transition. That is, it is only necessary to determine the vehicle speed transition by providing a margin for the vehicle speed at each point when the vehicle is decelerated from the point of interest at a predetermined deceleration. The amount of the margin only needs to be determined in advance, and can be, for example, the free running distance until the driving operation according to the guidance is performed after the guidance timing.

  The guide means only needs to be able to provide guidance for driving the vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed change acquired by the processing of the vehicle speed change acquisition means. In other words, it is only necessary that the vehicle approaching the location of the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition may be excessively decelerated, and guidance for urging the vehicle to pay attention to travel may be provided.

  Further, the vehicle speed transition acquisition means may be configured to decrease the predetermined deceleration as the friction coefficient of the road on which the vehicle travels is smaller. That is, when the road friction coefficient is reduced due to bad weather, etc., it is less likely to generate a deceleration with a larger absolute value than when the friction coefficient is not reduced, and deceleration starts at the same initial vehicle speed. The distance required is longer. Therefore, if the predetermined deceleration is made smaller as the friction coefficient is smaller, the value regarded as excessive deceleration can be made smaller, and the guidance can be performed early.

For example, when 0.4G, which is the predetermined deceleration in FIG. 3A, is used as the deceleration at the time of fine weather, a configuration in which the predetermined deceleration at bad weather is 0.2G can be employed. FIG. 3B is a diagram schematically showing a graph in which the vehicle speed transition in the case of 0.2 G is added to the graph showing the vehicle speed transition similar to FIG. 3A by a one-dot chain line. That is, the control unit 20 assumes a deceleration line at 0.2 G by substituting the deceleration with 0.2 G in the equation of motion or the like when acquiring a 0.4 G deceleration line, and the deceleration line is in clear weather. The change in the vehicle speed when the vehicle is moved so as to pass through the estimated stop point (the point where the vehicle speed becomes 0: P ₀ shown in FIG. 3B) in the vehicle speed transition is acquired as the vehicle speed transition in bad weather.

  Thus, since the control part 20 can acquire the vehicle speed transition according to a friction coefficient, the control part 20 delivers the vehicle speed transition according to the friction coefficient of the road where the present location of the vehicle C exists to the vehicle C. Thus, it is possible to provide guidance at a timing suitable for the friction coefficient of the road where the current location of the vehicle C exists. In addition, the weather etc. for estimating a friction coefficient are the structure etc. which are identified in the driving assistance system 10 by managing the weather information of arbitrary points in a weather information management system, and transmitting to the driving assistance system 10, for example. It can be adopted. That is, in the driving support system 10, the control unit 20 specifies the current location of the vehicle C, acquires weather information indicating the weather of the current location, acquires the vehicle speed transition of the friction coefficient according to the weather, and distributes it to the vehicle C. It is possible to adopt a configuration or the like.

  In order to make the predetermined deceleration smaller as the friction coefficient is smaller, the predetermined deceleration may change continuously or in steps according to the friction coefficient. Further, the friction coefficient may be an estimated value, and it is possible to employ a configuration in which the friction coefficient becomes smaller according to the degree of weather deterioration. In this case, for example, a configuration in which the deceleration is changed in two steps during sunny weather and bad weather (snow, rain, etc.), a configuration in which the deceleration is changed in three steps during sunny weather, rainy weather, and snowfall. It can be adopted. Of course, as the element for changing the friction coefficient, various elements other than the weather can be assumed, and the material of the road on which the vehicle C is traveling may be used.

  Further, the guide means may be configured to guide the vehicle approaching the cause of sudden deceleration when the vehicle speed exceeding the vehicle speed transition is a predetermined value or more. In other words, the vehicle speed transition is defined as the vehicle speed at each point, but if the absolute value of the vehicle speed is small, it is easy to stop the vehicle. May be bothersome for you. Therefore, if guidance is provided when the vehicle speed exceeding the vehicle speed transition is a predetermined value or more, it is possible to guide a user who needs guidance.

  FIG. 3C is a diagram for explaining such a configuration example, and is a graph showing a vehicle speed transition similar to FIG. 3A by a solid curve. Here, Va is a predetermined value. In the vehicle C in which the vehicle speed at each position is a one-dot chain line, the control unit 200 compares the vehicle speed and the value indicated by the vehicle speed transition during the traveling process by the processing of the navigation program 210. Then, when the vehicle C reaches the position Pa, the control unit 200 determines that the vehicle speed of the vehicle C has exceeded the vehicle speed transition. Further, the control unit 200 compares the vehicle speed when the vehicle speed transition is exceeded with a predetermined value Va, and determines that the vehicle speed when the vehicle speed transition is exceeded is equal to or greater than the predetermined value Va. Therefore, in this case, the control unit 200 provides guidance that prompts the user of the vehicle C approaching the cause of sudden deceleration to pay attention to traveling. As a result, it is possible to guide a user who needs guidance.

  In addition, if the configuration is such that no guidance is provided when the vehicle speed exceeding the vehicle speed transition is less than the predetermined value, guidance to users with low guidance needs is suppressed so that the user does not feel troublesome. Is possible. For example, in the vehicle C in which the vehicle speed at each position is a two-dot chain line, the control unit 200 compares the vehicle speed and the value indicated by the vehicle speed transition during the traveling process by the processing of the navigation program 210. Then, when the vehicle C reaches the position Pb, the control unit 200 determines that the vehicle speed of the vehicle C has exceeded the vehicle speed transition. Furthermore, the control unit 200 compares the vehicle speed when the vehicle speed transition is exceeded with a predetermined value Va, and determines that the vehicle speed when the vehicle speed transition is exceeded is less than the predetermined value Va. Therefore, in this case, the control unit 200 does not provide guidance that prompts the user of the vehicle C approaching the cause of sudden deceleration to be aware of traveling. As a result, it is possible to suppress guidance to a user who has a low necessity for guidance.

  Further, as in the present invention, when a vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at a sudden deceleration point, a vehicle speed transition for stopping the vehicle before any point where the vehicle stops is acquired, A method for calling attention to a vehicle having a vehicle speed exceeding the vehicle speed transition can also be applied as a program or a method. In addition, the system, program, and method as described above may be realized as a single device, or may be realized using components shared with each part of the vehicle, and include various aspects. It is a waste. For example, it is possible to provide an information management system, a navigation system, a method, and a program provided with the above system. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the apparatus. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

  DESCRIPTION OF SYMBOLS 10 ... Driving assistance system, 20 ... Control part, 21 ... Driving assistance program, 21a ... Travel history acquisition part, 21b ... Travel history analysis part, 21c ... Vehicle speed transition acquisition part, 21d ... Guide part, 22 ... Communication part, 30 ... Recording medium, 30a ... guidance target point information, 30b ... travel history information, 100 ... navigation terminal, 200 ... control unit, 210 ... navigation program, 220 ... communication unit, 300 ... recording medium, 300a ... map information, 300b ... travel history Information 410: GPS receiver 420: Vehicle speed sensor 430 Gyro sensor 440 Brake sensor 450 User I / F unit

Claims (6)

Traveling history acquisition means for acquiring traveling histories of a plurality of vehicles;
Based on the travel history of the plurality of vehicles that have been suddenly decelerated due to the same cause of sudden deceleration, the sudden deceleration point that is a sudden deceleration point and the initial vehicle speed that is the vehicle speed of the vehicle at the sudden deceleration point Traveling history analysis means for obtaining
Vehicle speed transition acquisition means for acquiring a vehicle speed transition for stopping the vehicle before any point where the vehicle stops when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point; ,
Guidance means for guiding a vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition, to alert the vehicle to travel;
A driving support system comprising: The vehicle speed transition acquisition means includes
When the vehicle is decelerated at the predetermined deceleration, the combination of the sudden deceleration point and the initial vehicle speed at which the vehicle can be stopped in the forefront is specified as the point of interest and the vehicle speed of interest,
Obtaining the vehicle speed at each point when the vehicle is decelerated at a predetermined deceleration from the vehicle speed of interest at a point before the point of interest as the vehicle speed transition;
The driving support system according to claim 1. The vehicle speed transition acquisition means includes
The predetermined deceleration is reduced as the friction coefficient of the road on which the vehicle travels is smaller.
The driving support system according to claim 1 or 2. The guiding means includes
When the vehicle speed exceeding the vehicle speed transition is a predetermined value or more, guidance is provided to alert the vehicle approaching the cause of sudden deceleration,
The driving assistance system in any one of Claims 1-3. A driving history acquisition step of acquiring driving histories of a plurality of vehicles;
Based on the travel history of the plurality of vehicles that have been suddenly decelerated due to the same cause of sudden deceleration, the sudden deceleration point that is a sudden deceleration point and the initial vehicle speed that is the vehicle speed of the vehicle at the sudden deceleration point A travel history analysis process for obtaining
A vehicle speed transition acquisition step of acquiring a vehicle speed transition for stopping the vehicle before any point where the vehicle stops when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point; ,
A guidance process for guiding a vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition, to alert the vehicle to travel;
Driving support method including. A travel history acquisition function for acquiring the travel history of a plurality of vehicles;
Based on the travel history of the plurality of vehicles that have been suddenly decelerated due to the same cause of sudden deceleration, the sudden deceleration point that is a sudden deceleration point and the initial vehicle speed that is the vehicle speed of the vehicle at the sudden deceleration point A travel history analysis function to obtain
A vehicle speed transition acquisition function for acquiring a vehicle speed transition for stopping the vehicle before any point where the vehicle stops when the vehicle is decelerated at a predetermined deceleration from the initial vehicle speed at each sudden deceleration point; ,
A guidance function for guiding a vehicle approaching the cause of sudden deceleration at a vehicle speed exceeding the vehicle speed transition,
Driving support program that realizes the computer.

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