JP2021125142A - Safe driving degree evaluation device, safe driving degree evaluation method, safe driving degree evaluation program, and storage medium - Google Patents

Abstract

To appropriately evaluate a safe driving degree.SOLUTION: A safe driving degree evaluation device 3 comprises: a temporary stop operation determination unit 322 for determining whether a vehicle has performed a temporary stop operation at a specified temporary stop point where the vehicle should stop; a traffic difficulty degree acquisition unit 323 for acquiring a traffic difficulty degree of the temporary stop point; and a safe driving degree evaluation unit 326 for evaluating a safe driving degree of the vehicle on the basis of a determination result obtained by the temporary stop operation determination unit 322 and the traffic difficulty degree.SELECTED DRAWING: Figure 3

Description

The present invention relates to a safe driving degree evaluation device, a safe driving degree evaluation method, a safe driving degree evaluation program, and a storage medium.

Conventionally, there is known a safe driving evaluation system that evaluates whether or not a vehicle can be safely driven before a temporary stop point (see, for example, Patent Document 1).
The safe driving evaluation system described in Patent Document 1 applies to the driver of the vehicle when it is determined that it may not be possible to safely stop at the temporary stop point based on the current driving condition of the vehicle. Call attention. Then, the safe driving evaluation system is based on the ratio of the number of warning points corresponding to the number of temporary stop points to which the above-mentioned warning is given to the number of passing points corresponding to the number of temporary stop points passed by the vehicle. Then, the degree of safe driving of the driver of the vehicle is evaluated.

Japanese Unexamined Patent Publication No. 2010-39920

By the way, at the temporary stop points, there are high-difficulty points where the visibility is poor and safety confirmation is required, and low-difficulty points where the visibility is good and safety confirmation can be easily performed. There is a pause point. In general, the traveling speed of a vehicle tends to be higher when approaching a temporary stop point having a low degree of passage difficulty than when approaching a temporary stop point having a high degree of passage difficulty.
In the safe driving evaluation system described in Patent Document 1, since the above-mentioned difficulty level of passage is not taken into consideration when calling attention, the warning is more likely to pass than when passing through a temporary stop point having a high degree of difficulty of passage. It is easier to do when passing through a pause point with a low degree of difficulty. For this reason, the safe driving degree of a vehicle having a high ratio of passing through a temporary stop point having a low passage difficulty tends to be worse than the safe driving degree of a vehicle having a high ratio of passing through a temporary stop point having a high passage difficulty. That is, one example is the problem that the degree of safe driving cannot be evaluated appropriately.

The present invention has been made in view of the above, and provides, for example, a safe driving degree evaluation device, a safe driving degree evaluation method, a safe driving degree evaluation program, and a storage medium capable of appropriately evaluating the safe driving degree. The purpose is.

The safe driving degree evaluation device according to claim 1 includes a pause operation determination unit that determines whether or not the vehicle has performed a pause operation at a pause point designated to be paused, and the pause operation determination unit. A traffic difficulty acquisition unit that acquires the traffic difficulty of a point, a safety driving evaluation unit that evaluates the safe driving degree of the vehicle based on the determination result by the pause operation determination unit and the traffic difficulty. It is characterized by having.

Further, the safe driving degree evaluation method according to claim 5 is a safe driving degree evaluation method executed by the safe driving degree evaluation device, and the vehicle is temporarily stopped at a temporary stop point designated to be paused. A pause operation determination step for determining whether or not an operation has been performed, a passage difficulty acquisition step for acquiring the passage difficulty level of the pause point, a determination result in the pause operation determination step, and the passage difficulty level. Based on the above, it is characterized by including a safe driving degree evaluation step for evaluating the safe driving degree of the vehicle.

Further, the safe driving degree evaluation program according to claim 6 includes a pause operation determination step for determining whether or not the vehicle has performed a pause operation at a pause point designated to be paused, and the above-mentioned. The safe driving degree for evaluating the safe driving degree of the vehicle based on the passing difficulty acquisition step for acquiring the passing difficulty at the temporary stop point, the determination result in the temporary stop operation determination step, and the passing difficulty. It is a safe driving degree evaluation program for causing a computer to perform an evaluation step.

Further, the storage medium according to claim 7 has a pause operation determination step for determining whether or not the vehicle has performed a pause operation at a pause point designated to be paused, and the pause point. Based on the passage difficulty acquisition step for acquiring the passage difficulty level, the determination result in the pause operation determination step, and the passage difficulty level, the safe driving degree evaluation step for evaluating the safe driving degree of the vehicle. It is characterized by memorizing a safe driving degree evaluation program for causing a computer to execute the above.

FIG. 1 is a block diagram showing a configuration of a safe driving degree evaluation system according to an embodiment. FIG. 2 is a block diagram showing a configuration of an in-vehicle terminal. FIG. 3 is a block diagram showing a configuration of a safe driving degree evaluation device. FIG. 4 is a diagram showing an example of data stored in the safe driving degree DB. FIG. 5 is a flowchart showing the first operation. FIG. 6 is a diagram illustrating step S7. FIG. 7 is a flowchart showing the second operation. FIG. 8 is a diagram showing a modified example of the embodiment. FIG. 9 is a diagram showing a modified example of the embodiment.

Hereinafter, embodiments for carrying out the present invention (hereinafter referred to as embodiments) will be described with reference to the drawings. The present invention is not limited to the embodiments described below. Further, in the description of the drawings, the same parts are designated by the same reference numerals.

[Outline configuration of safe driving degree evaluation system]
FIG. 1 is a block diagram showing a configuration of a safe driving degree evaluation system 1 according to an embodiment.
The safe driving degree evaluation system 1 is a system that evaluates the safe driving degree of the vehicle VE according to the pause operation at the temporary stop point of the vehicle VE. As shown in FIG. 1, the safe driving degree evaluation system 1 includes an in-vehicle terminal 2 and a safe driving degree evaluation device 3. Then, the in-vehicle terminal 2 and the safe driving degree evaluation device 3 communicate with each other via the network NE (FIG. 1) which is a wireless communication network.
Although the number of in-vehicle terminals 2 communicating with the safe driving degree evaluation device 3 is limited to one in FIG. 1, it is actually a plurality of in-vehicle terminals mounted on a plurality of vehicles.

[Configuration of in-vehicle terminal]
FIG. 2 is a block diagram showing the configuration of the in-vehicle terminal 2.
The in-vehicle terminal 2 is, for example, a stationary navigation device or a drive recorder installed in the vehicle VE. The in-vehicle terminal 2 is not limited to the navigation device or the drive recorder, and a portable terminal such as a smartphone used by the occupant of the vehicle VE may be adopted. As shown in FIG. 2, the in-vehicle terminal 2 includes a sensor unit 21 and a terminal body 22.

As shown in FIG. 2, the sensor unit 21 includes a GNSS (Global Navigation Satellite System) sensor 211, a vehicle speed sensor 212, an acceleration sensor 213, and an outside world sensor 214.
The GNSS sensor 211 uses GNSS to receive radio waves including positioning data transmitted from a navigation satellite. The positioning data is used to detect the absolute position of the vehicle VE from latitude and longitude information and the like. The GNSS used may be, for example, GPS (Global Positioning System) or another system.
The vehicle speed sensor 212 detects the traveling speed of the vehicle VE and generates vehicle speed data corresponding to the traveling speed.
The acceleration sensor 213 detects the acceleration of the vehicle VE and generates acceleration data corresponding to the acceleration.

The external sensor 214 is a rider that discretely measures the distance to an obstacle existing in front of the vehicle VE, recognizes the surface of the obstacle as a three-dimensional point cloud, and generates point cloud data. The “obstacle” described in the present embodiment means another vehicle or the like that hinders the running of the vehicle VE, and does not include a feature. As the outside world sensor 214, not only the rider but also a millimeter wave radar, sonar, a camera, or the like may be adopted as long as the distance to an obstacle existing in front of the vehicle VE can be measured.
Then, the sensor unit 21 outputs output data such as the above-mentioned positioning data, vehicle speed data, acceleration data, and point cloud data to the terminal main body 22.

As shown in FIG. 2, the terminal main body 22 includes a communication unit 221, a control unit 222, and a storage unit 223.
The communication unit 221 transmits and receives information to and from the safe driving degree evaluation device 3 via the network NE under the control of the control unit 222.
The control unit 222 is realized by executing various programs stored in the storage unit 223 by a controller such as a CPU (Central Processing Unit) or an MPU (Micro Processing Unit), and controls the operation of the entire vehicle-mounted terminal 2. .. The control unit 222 is not limited to the CPU and MPU, and may be configured by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).
The storage unit 223 stores various programs executed by the control unit 222, data required when the control unit 222 performs processing, a terminal ID (Identifier) that uniquely identifies the in-vehicle terminal 2, and the like.

[Configuration of safe driving degree evaluation device]
FIG. 3 is a block diagram showing the configuration of the safe driving degree evaluation device 3.
The safe driving degree evaluation device 3 is, for example, a server device. As shown in FIG. 3, the safe driving degree evaluation device 3 includes a communication unit 31, a control unit 32, and a storage unit 33.

The communication unit 31 transmits and receives information to and from the vehicle-mounted terminal 2 (communication unit 221) via the network NE under the control of the control unit 32.
The control unit 32 is realized by executing various programs (including the safe driving degree evaluation program according to the present embodiment) stored in the storage unit 33 by a controller such as a CPU or MPU, and evaluates the safe driving degree. It controls the operation of the entire device 3. The control unit 32 is not limited to the CPU and MPU, and may be configured by an integrated circuit such as an ASIC or FPGA. As shown in FIG. 3, the control unit 32 includes an information acquisition unit 321, a pause operation determination unit 322, a passage difficulty acquisition unit 323, a first index value acquisition unit 324, and a second index value. It includes an acquisition unit 325 and a safe driving degree evaluation unit 326.

The information acquisition unit 321 stores various types of information (output data from the sensor unit 21 (positioning data, vehicle speed data, acceleration data, and point group data) from the in-vehicle terminal 2 via the communication unit 31 and stores in the storage unit 223. Obtained the terminal ID).
The pause operation determination unit 322 determines whether or not the vehicle VE has performed the pause operation at the pause point. Here, the "temporary stop point" according to the present embodiment is a point designated to be temporarily stopped, and is defined by the Road Traffic Act among the roads connecting to the intersection where no traffic light is provided. It is a temporary stop point provided on a non-priority road that is not a priority road.

The passage difficulty acquisition unit 323 acquires the passage difficulty at the temporary stop point. The difficulty level is the difficulty level when the vehicle VE passes through the temporary stop point from the non-priority road to the intersection connecting to the priority road, and is the prospect between the non-priority road and the priority road. It is affected by the badness of the road.
The first index value acquisition unit 324 acquires an index value (hereinafter, referred to as a passing index value) relating to the number of passing points, which is the number of temporary stop points through which the vehicle VE has passed. Then, the first index value acquisition unit 324 stores the passing index value in the storage unit 33 in association with the terminal ID of the vehicle-mounted terminal 2 mounted on the vehicle VE.

The second index value acquisition unit 325 sets the index value related to the number of first stop points, which is the number of temporary stop points where the vehicle VE has not performed the pause operation, among the temporary stop points where the vehicle VE has passed. The correction index value is obtained by correcting according to the difficulty of passing at the stop point. That is, the correction index value is acquired based on the determination result by the pause operation determination unit 322 and the passage difficulty level. Then, the second index value acquisition unit 325 stores the correction index value in the storage unit 33 in association with the terminal ID of the vehicle-mounted terminal 2 mounted on the vehicle VE.

Among the information stored in the storage unit 33, the safe driving degree evaluation unit 326 has a passing index value and a correction index value associated with the terminal ID of the in-vehicle terminal 2 mounted on the vehicle VE to be evaluated for the safe driving degree. Based on, the safe driving degree of the vehicle VE is evaluated.

The storage unit 33 includes various programs executed by the control unit 32 (including a safe driving degree evaluation program according to the present embodiment), data required when the control unit 32 performs processing, and data generated by the processing. Store data etc. As shown in FIG. 3, the storage unit 33 includes a map DB 331 and a safe driving degree DB 332.

The map DB 331 stores the map data. The map data includes priority road information and stop position information in addition to road data represented by a link corresponding to a road and a node corresponding to a connecting portion (intersection) of the road.
The priority road information is information for determining whether each road included in the road data is a priority road or a non-priority road.
The stop position information is provided for each temporary stop line that is a position to be stopped at the temporary stop point, and is information indicating the position of the temporary stop line.

FIG. 4 is a diagram showing an example of data stored in the safe driving degree DB 332.
The safe driving degree DB 332 is a part that stores the data generated by the processing of the control unit 32, and for each terminal ID, the above-mentioned passing index value, the above-mentioned correction index value, the pause default rate, and the above-mentioned safe driving The data associated with the degree is stored. Although the suspension default rate will be described in detail later, it is acquired by the safe driving degree evaluation unit 326 based on the passing index value and the correction index value.
Specifically, in the example shown in FIG. 4, for the terminal ID "ID # 1", the passing index value "passing index value # 1" and the correction index value "correction index value # 1" , "Pause default rate # 1", which is a pause default rate, and "safe driving degree # 1", which is a safe driving degree.
In the example shown in FIG. 4, the terminal ID, the passing index value, the correction index value, the stop failure rate, and the safe driving degree are set to "ID # 1,""passing index value # 1," and "correction index value #." Although they are represented by abstract codes such as "1" and "safe driving degree # 1", in reality, numerical values, character strings, etc. are stored.

[Safe driving degree evaluation method]
Next, the operation (safe driving degree evaluation method) of the safe driving degree evaluation device 3 (control unit 32) will be described. Hereinafter, as the operation of the safe driving degree evaluation device 3 (safe driving degree evaluation method), the first operation and the second operation will be described in order.

[First operation]
FIG. 5 is a flowchart showing the first operation.
First, the information acquisition unit 321 receives various information from the in-vehicle terminal 2 via the communication unit 31 (output data from the sensor unit 21 (positioning data, vehicle speed data, acceleration data, and point cloud data), and a storage unit. Acquisition of the terminal ID stored in 223) is started (step S1). After that, the information acquisition unit 321 repeatedly acquires and executes various information from the in-vehicle terminal 2 at a predetermined cycle.

After step S1, the pause operation determination unit 322 constantly monitors whether or not the vehicle VE has passed the pause point (step S2).
Specifically, the pause operation determination unit 322 is based on the positioning data acquired by the information acquisition unit 321 at the current position of the in-vehicle terminal 2, that is, the current position of the vehicle VE on which the in-vehicle terminal 2 is mounted. To estimate. Further, the pause operation determination unit 322 refers to the map data (road data) stored in the map DB331, and whether the vehicle VE is traveling toward the intersection on the road corresponding to the current position of the vehicle VE. Judge whether or not. Further, when the pause operation determination unit 322 determines that the vehicle VE is traveling toward the intersection, the temporary stop operation determination unit 322 refers to the map data (road data and priority road information) stored in the map DB 331 and refers to the vehicle. Determine whether the road corresponding to the current position of the VE is a non-priority road. Then, when the temporary stop operation determination unit 322 determines that the road corresponding to the current position of the vehicle VE is a non-priority road, the temporary stop operation determination unit 322 refers to the map data (road data and stop position information) stored in the map DB 331. Then, it is determined whether or not the vehicle VE has passed the temporary stop point provided on the non-priority road.

When it is determined that the vehicle VE has passed the temporary stop point (step S2: YES), the first index value acquisition unit 324 stores the data stored in the safe driving degree DB 332 in the information acquisition unit 321. By adding "1" to the passing index value associated with the terminal ID acquired in the above steps, the passing index value is updated (step S3). That is, in the present embodiment, the number of passing points itself is adopted as the passing index value. If it is determined that the vehicle VE has not passed the temporary stop point (step S2: No), the control unit 32 repeats step S2.
Here, when the data related to the terminal ID acquired by the information acquisition unit 321 is not yet registered in the safe driving degree DB 332, the first index value acquisition unit 324 registers the terminal ID for the first time. Therefore, the data associated with "1" as the passing index value (number of passing points) is newly registered in the safe driving degree DB 332.

After step S3, the pause operation determination unit 322 determines whether or not the vehicle VE has performed the pause operation at the pause point determined to have passed in step S2 (step S4: pause operation determination step). ).
Specifically, the temporary stop operation determination unit 322 is in a state where the current position of the vehicle VE is located within a predetermined distance range of the temporary stop line at the temporary stop point determined to have passed in step S2, and the vehicle VE is temporarily stopped. Determine whether or not the stop operation has been performed.
Here, the temporary stop operation determination unit 322 determines whether or not the current position of the vehicle VE is within the predetermined distance range of the above-mentioned temporary stop line, and the map data (road) stored in the map DB 331 is determined. Data and stop position information) are used.

Further, the pause operation determination unit 322 uses the vehicle speed data and the acceleration data acquired by the information acquisition unit 321 in determining whether or not the vehicle VE has performed the pause operation. For example, the pause operation determination unit 322 determines that the vehicle VE has performed the pause operation when at least one of the first and second conditions shown below is satisfied.
The first condition is that the traveling speed of the vehicle VE becomes "0".
The second condition is that the vehicle VE shows a peculiar acceleration pattern that appears when the pause operation is performed after the acceleration of the vehicle VE becomes a negative predetermined value or more with respect to the traveling direction of the vehicle VE. It is a condition.

When it is determined that the vehicle VE has performed the pause operation at the pause point (step S4: Yes), the pause operation determination unit 322 has an obstacle within a predetermined distance (for example, 10 m) in front of the vehicle VE. It is determined whether or not the pause operation is performed in this state (step S5).
Specifically, the pause operation determination unit 322 estimates the distance between the vehicle VE and an obstacle existing in front of the vehicle VE based on the point cloud data acquired by the information acquisition unit 321. Then, the pause operation determination unit 322 determines, based on the distance, whether or not the pause operation has been performed in a state where an obstacle exists within a predetermined distance in front of the vehicle VE.

When it is determined that the pause operation is performed in a state where there is no obstacle within a predetermined distance ahead (step S5: No), the control unit 32 returns to step S2.
On the other hand, when it is determined that the pause operation is performed while an obstacle exists within a predetermined distance ahead (step S5: Yes), the first index value acquisition unit 324 determines the safe driving degree. Of the data stored in the DB 332, 1 is subtracted from the passage index value associated with the terminal ID acquired by the information acquisition unit 321 to update the passage index value (step S6). That is, in the present embodiment, the passing index value (number of passing points) includes the number of pause points in which the pause operation is performed in a state where an obstacle exists within a predetermined range in the traveling direction of the vehicle VE. Not included. After this, the control unit 32 returns to step S2.

When it is determined that the vehicle VE has not performed the pause operation at the pause point (step S4: No), the passage difficulty acquisition unit 323 passes through the pause point determined to have passed in step S2. Acquire the difficulty level (step S7: passage difficulty acquisition step).
FIG. 6 is a diagram illustrating step S7. Specifically, FIG. 6 is a diagram showing an area including an intersection CR where the priority road R1 and the non-priority road R2 intersect.
In FIG. 6, the intersection CR (the area where the priority road R1 and the non-priority road R2 intersect) is shown by a alternate long and short dash line. Further, in FIG. 6, the stop line L1 is a stop line at a stop point located at a place where the visibility between the priority road R1 and the non-priority road R2 is poor due to buildings B1, B2 and the like. Further, the distance D1 is the distance from the temporary stop line L1 to the priority road R1 (intersection CR). The passage difficulty level of the stop point where the stop line L1 is provided is the first passage difficulty level described later. Further, the stop line L2 is a stop line at a temporary stop point located at a place with good visibility between the priority road R1 and the non-priority road R2. Further, the distance D2 is the distance from the temporary stop line L2 to the priority road R1 (intersection CR). The passage difficulty level of the stop point where the stop line L2 is provided is the second passage difficulty level, which will be described later.

By the way, the position of the stop line is individually and specifically determined according to the road traffic conditions. For example, as can be seen by comparing the distances D1 and D2 shown in FIG. 6, when the visibility between the priority road R1 and the non-priority road R2 is poor, the stop is paused as compared with the case where the visibility is good. The distance between the line and the priority road tends to be long. In addition to cases where the outlook is poor, even if there is a large influx of vehicles from the priority road to the non-priority road or the width of the non-priority road is narrow, the temporary stop line provided on the non-priority road will be used. , Tends to be located deeper than the priority road.

Therefore, the passage difficulty acquisition unit 323 acquires the passage difficulty of the temporary stop point determined to have passed in step S2 by utilizing the above-mentioned tendency. That is, the passage difficulty acquisition unit 323 refers to the map data (road data and stop position information) stored in the map DB 331, and is a priority road from the temporary stop line at the temporary stop point determined to have passed in step S2. Get the distance to. Then, when the acquired distance is equal to or longer than a predetermined distance (for example, 4 m), the passage difficulty acquisition unit 323 sets the passage difficulty at the temporary stop point as the first passage difficulty. On the other hand, when the acquired distance is less than the predetermined distance, the passage difficulty acquisition unit 323 sets the passage difficulty at the temporary stop point as the second passage difficulty lower than the first passage difficulty. ..

For example, if the stop line at the stop point determined to have passed in step S2 is the stop line L1 shown in FIG. 6, the distance D1 is acquired in step S7. Then, the first passage difficulty level is acquired as the passage difficulty level of the temporary stop point. On the other hand, when the stop line at the stop point determined to have passed in step S2 is the stop line L2 shown in FIG. 6, the distance D2 is acquired in step S7. Then, a second passage difficulty level is acquired as the passage difficulty level of the temporary stop point.

After step S7, the second index value acquisition unit 325 determines whether or not the passage difficulty level of the temporary stop point acquired in step S7 is the first passage difficulty level (step S8).
When it is determined that the passage difficulty level is the first (step S8: Yes), the second index value acquisition unit 325 acquires the data stored in the safe driving degree DB 332 by the information acquisition unit 321. "1.5" is added to the correction index value associated with the terminal ID to update the correction index value (step S9). In the present embodiment, the number of the first points itself is adopted as an index value regarding the number of the first stop points, which is the number of pause points where the vehicle VE does not perform the pause operation. Then, when the passage difficulty level of the temporary stop point is high (the first passage difficulty level), the second index value acquisition unit 325 corrects "1", which is the number of first points, to "1". Acquire the correction index value of "1.5".
Here, when the correction index value associated with the terminal ID acquired by the information acquisition unit 321 is not yet registered in the safe driving degree DB 332, the second index value acquisition unit 325 causes the correction index value. The above-mentioned "1.5" is newly registered as.
After this, the control unit 32 returns to step S2.

On the other hand, when it is determined that the passage difficulty level is the second (step S8: No), the second index value acquisition unit 325 stores the data stored in the safe driving degree DB 332 in the information acquisition unit 321. "1" is added to the correction index value associated with the terminal ID acquired in the above steps to update the correction index value (step S10). That is, when the passage difficulty level of the temporary stop point is low (the second passage difficulty level), the second index value acquisition unit 325 uses the first number of points "1" as it is as the correction index value. Get as.
Here, when the correction index value associated with the terminal ID acquired by the information acquisition unit 321 is not yet registered in the safe driving degree DB 332, the second index value acquisition unit 325 causes the correction index value. The above-mentioned "1" is newly registered as.
After this, the control unit 32 returns to step S2.

The correction index value to be added in steps S9 and S10 is not limited to "1.5" and "1", respectively, and if the correction index value to be added in step S9 is larger than the correction index value to be added in step S10, , Other values may be used.

[Second operation]
FIG. 7 is a flowchart showing the second operation.
The safe driving degree evaluation device 3 (safe driving degree evaluation unit 326) has a second operation shown below in a cycle different from the first operation (for example, once a day, once a month, once a year, etc.). To perform the operation of. In addition, for example, among the data stored in the safe driving degree DB, the terminal ID whose passing index value (number of passing points) has become a predetermined value may be configured to execute the second operation shown below. I do not care.
First, the safe driving degree evaluation unit 326 selects the terminal ID of the in-vehicle terminal 2 mounted on the vehicle VE to be evaluated for the safe driving degree (step S11).

After step S11, the safe driving degree evaluation unit 326 selects the passing index value and the correction index value associated with the terminal ID to be evaluated selected in step S11 from the data stored in the safe driving degree DB. Read (step S12).
After step S12, the safe driving degree evaluation unit 326 uses the passing index value and the correction index value read in the step S12, and divides the correction index value by the passing index value as the temporary suspension default rate. Acquire (step S13). Then, the safe driving degree evaluation unit 326 newly registers the acquired suspension default rate with the terminal ID to be evaluated in the safe driving degree DB 332.

After step S13, the safe driving degree evaluation unit 326 evaluates the safe driving degree of the terminal ID to be evaluated based on the suspension failure rate acquired in the step S13 (step S14: safe driving degree evaluation step). ).
Here, the suspension default rate acquired in step S13 reflects the tendency of the driver of the vehicle VE to be aware of safe driving. For example, the higher the stop failure rate, the more neglected the stop operation at the stop point, and the lower the driver's awareness of safe driving. In particular, if you neglect to pause at a pause point that requires careful safety confirmation by completely pausing due to high traffic difficulty, or if you neglect to pause at a pause point with low traffic difficulty and good visibility. The risk of accidents will be higher in the former case than in the former case. Then, in the present embodiment, in the former case, a higher correction index value is added than in the latter case, so that the suspension default rate is determined by the driver's awareness of safe driving in consideration of the above-mentioned accident risk. It is a more appropriate reflection of the trend.
From the above, the safe driving degree evaluation unit 326 evaluates the safe driving degree lower as the suspension failure rate acquired in step S13 is higher.
As for the safe driving degree, in addition to the stop non-performance rate acquired in step S13, sudden acceleration / deceleration, legal speed over, etc. detected based on the acceleration data and vehicle speed data acquired from the in-vehicle terminal 2 occur. You may add frequency and evaluate comprehensively.

Then, the safe driving degree evaluation unit 326 newly registers the safe driving degree evaluated in step S14 with the terminal ID to be evaluated in the safe driving degree DB 332. The safe driving degree may be transmitted to the in-vehicle terminal 2 having the corresponding terminal ID via the communication unit 31 and notified to the driver of the vehicle VE on which the in-vehicle terminal 2 is mounted. .. In addition, the safe driving degree may be used as a standard for calculating insurance premiums for automobile insurance.

After step S14, the safe driving degree evaluation unit 326 determines whether or not steps S11 to S14 have been performed for all the terminal IDs stored in the safe driving degree DB 332 (step S15).
If it is determined that all the terminal IDs have not been executed, the control unit 32 returns to step S11. On the other hand, when it is determined that all the terminal IDs have been executed, the control unit 32 ends the second operation.

According to the present embodiment described above, the following effects are obtained.
The safe driving degree evaluation device 3 according to the present embodiment is based on the determination result of whether or not the vehicle VE has performed the temporary stop operation at the temporary stop point and the traffic difficulty level of the temporary stop point. Evaluate the degree of safe driving. That is, the safe driving degree evaluation device 3 evaluates the safe driving degree in consideration of the difficulty of passing at the temporary stop point.
Therefore, according to the safe driving degree evaluation device 3 according to the present embodiment, the ratio of the safe driving degree of the vehicle having a high ratio of passing through the temporary stop point having a low passage difficulty is the ratio of passing through the temporary stop point having a high passage difficulty. There is no tendency for it to be worse than the safe driving level of vehicles with many vehicles. That is, the degree of safe driving can be appropriately evaluated.

Further, the safe driving degree evaluation device 3 is based on the passing index value and the correction index value obtained by correcting the index value related to the number of first points according to the passage difficulty of the temporary stop point, and the safe driving degree of the vehicle VE. To evaluate. That is, the temporary stop failure rate used for evaluating the safe driving degree of the vehicle VE can be obtained by a simple calculation of dividing the correction index value by the passing index value. Therefore, the safe driving degree of the vehicle VE can be easily evaluated.

By the way, when an obstacle such as a vehicle exists in front of the temporary stop point, the driver of the vehicle VE may have to suspend the vehicle VE according to the behavior of the obstacle. In this case, it is difficult to distinguish whether or not the driver has voluntarily suspended the vehicle VE at the suspension point, and it is difficult to estimate the driver's consciousness of safe driving. That is, if 1 is counted as the number of passing points corresponding to this case, it is difficult to appropriately evaluate the degree of safe driving.
Therefore, the safe driving degree evaluation device 3 according to the present embodiment does not count 1 as the number of passing points corresponding to the above-mentioned case (step S6). Therefore, the degree of safe driving can be evaluated more appropriately.

Further, the safe driving degree evaluation device 3 acquires the traffic difficulty level of the temporary stop point based on the distance from the temporary stop line to the priority road at the temporary stop point provided on the non-priority road. Therefore, the difficulty level of passage can be easily obtained.

(Other embodiments)
Although the embodiments for carrying out the present invention have been described so far, the present invention should not be limited only to the above-described embodiments.
In the above-described embodiment, the vehicle-mounted terminal 2 may be provided with all the configurations of the safe driving degree evaluation device 3. In this case, the in-vehicle terminal 2 corresponds to the safe driving degree evaluation device according to the present embodiment. Further, a part of the functions of the control unit 32 in the safe driving degree evaluation device 3 may be provided in the in-vehicle terminal 2. In this case, the entire safe driving degree evaluation system 1 corresponds to the safe driving degree evaluation device according to the present embodiment.

In the above-described embodiment, as the "pause point", a stop point provided on a non-priority road that is not a priority road specified by the Road Traffic Act among roads connecting to an intersection without a traffic light is adopted. It was done, but it is not limited to this. For example, a temporary stop point provided in front of the railroad crossing may be adopted as the "pause point".

In the above-described embodiment, the stop position information may be registered in the map data stored in the map DB 331 as shown below.
The safe driving degree evaluation device 3 estimates a probable stop position by a statistical method from the positions of a plurality of vehicles in which the pause operation is performed. In the determination of whether or not the pause operation has been performed, vehicle speed data, acceleration data, and the like acquired from each in-vehicle terminal mounted on the plurality of vehicles are used, as in the above-described embodiment. Then, when the stop position information regarding the same position as the stop position is not yet registered in the map data, the safe driving degree evaluation device 3 newly registers the information regarding the stop position in the map data as the stop position information. do.

In the above-described embodiment, the passage difficulty level of the temporary stop point is divided into two stages of "high" and "low", and two passage difficulty levels (first and second passage difficulty levels) are provided. Not limited to this. For example, the rank may be divided into three or more stages and three or more difficulty levels may be provided so that the longer the distance from the temporary stop line to the priority road at the temporary stop point, the higher the rank.

In the above-described embodiment, the timing of executing the passage difficulty acquisition step S7 is not limited to the timing described in the above-described embodiment, and may be any time between steps S2 to S8.
Further, in the above-described embodiment, the passage difficulty acquisition unit 323 may execute the passage difficulty acquisition step S7 as shown below.
For example, in the map data stored in the map DB 331, the difficulty level of passage based on the distance from the stop line to the priority road at the stop point is registered in advance for each stop point in association with the stop position information. .. Then, the passage difficulty acquisition unit 323 acquires the passage difficulty of the temporary stop point determined to have passed in step S2 from the map DB 331.

Further, for example, the passage difficulty acquisition unit 323 is based on at least one of object information, information such as the road shape of the road where the stop point exists, accident information, number of stops information, and traffic regulation information. Obtain the traffic difficulty level of the stop point.
Here, the object information is information about objects such as fences, facilities, trees, parked vehicles, and other vehicles existing around the temporary stop point.
The accident information is information on the number of accidents that occurred at the suspension point.
The stop count information is information on the average value of the number of times a plurality of vehicles perform a pause operation while reaching the priority road from the pause line at the pause point. It is considered that the longer the distance from the temporary stop line to the priority road, the greater the number of times the temporary stop operation is performed while reaching the priority road from the temporary stop line. Therefore, the passage difficulty acquisition unit 323 acquires the higher passage difficulty as the average value based on the stop count information is higher.
The traffic regulation information is information on traffic regulation of the road on which the stop point exists. For example, the traffic regulation information is information for distinguishing whether or not the road is located in the school zone. That is, when the traffic difficulty acquisition unit 323 determines that the road is located in the school zone based on the traffic regulation information, the possibility that the child will pop out is relatively high, so that it is higher than usual. Get a high level of traffic difficulty.

8 and 9 are diagrams showing a modified example of the embodiment. Specifically, FIG. 8 is a flowchart corresponding to FIG. 5 and showing a first operation according to the present modification. FIG. 9 is a flowchart corresponding to FIG. 7 and showing a second operation according to this modification.
In the first operation according to the above-described embodiment, steps S5 to S10 are executed when it is determined that the vehicle VE has not performed the pause operation at the pause point (step S4: No). Not exclusively.
For example, as in the first operation according to the present modification shown in FIG. 8, steps S5 to S10 are executed when it is determined that the vehicle VE has performed the pause operation at the pause point (step S4: Yes). It doesn't matter.

At this time, in step S9 according to this modification, the second index value acquisition unit 325 corrects the index value related to the number of second stop points, which is the number of pause points where the vehicle VE has performed the pause operation. The correction index value will be acquired. In this modification, the number of the second points itself is adopted as the index value regarding the number of the second points. That is, in the step S9, the second index value acquisition unit 325 corrects the second number of points "1" to acquire the correction index value of "1.5" and stores it in the safe driving degree DB 332. Update the data (correction index value). On the other hand, in step S10, the second index value acquisition unit 325 acquires the second number of points "1" as it is as the correction index value, and obtains the data (correction index value) stored in the safe driving degree DB 332. Update.

When the first operation is executed as shown in FIG. 8, the second operation is also changed as shown in FIG. It should be noted that the modified step is provided with the letter "A" following the reference numerals described in the above-described embodiment.
Specifically, in step S13A according to the present modification, the safe driving degree evaluation unit 326 uses the passage index value and the correction index value read in step S12 as in step S13 described in the above-described embodiment. Then, the correction index value is divided by the passing index value. Here, the correction index value is obtained from the number of second points as described above. Therefore, the value obtained as a result of the division is not the suspension default rate but the suspension performance rate.
Then, in step S14A according to the present modification, the safe driving degree evaluation unit 326 evaluates the safe driving degree higher as the pause performance rate acquired in step S13A is higher.

In the above-described embodiment and the modifications shown in FIGS. 8 and 9, the number of passing points itself is the first as the passing index value, the index value relating to the first number of points, and the index value relating to the second number of points. The number of points itself and the number of second points themselves were adopted, but they are not limited to this. The passing index value, the index value related to the number of first points, and the index value related to the number of second points may be the index values generated from the number of passing points, the number of first points, and the number of second points, respectively. For example, other values may be adopted.

3 Safe driving degree evaluation device 322 Pause operation judgment unit 323 Traffic difficulty acquisition unit 324 First index value acquisition unit 325 Second index value acquisition unit 326 Safe driving degree evaluation unit

Claims (7)

At the pause point where it is specified that the vehicle should be paused, a pause operation determination unit that determines whether or not the vehicle has performed a pause operation, and a pause operation determination unit.
The passage difficulty acquisition unit that acquires the passage difficulty of the temporary stop point, and
A safe driving degree evaluation device including a safe driving degree evaluation unit that evaluates the safe driving degree of the vehicle based on the determination result by the temporary stop operation determination unit and the passage difficulty level. A first index value acquisition unit that acquires an index value related to the number of passing points, which is the number of the temporary stop points that the vehicle has passed through.
Among the pause points that the vehicle has passed through, the number of first stop points that is the number of the pause points that the vehicle did not perform the pause operation, and the pause points that the vehicle performed the pause operation. A second index value acquisition unit for acquiring a correction index value by correcting an index value relating to at least one of the number of second points, which is the number of the above, according to the traffic difficulty of the temporary stop point is further provided. ,
The safe driving degree evaluation unit
The safe driving degree evaluation device according to claim 1, wherein the safe driving degree of the vehicle is evaluated based on the index value related to the number of passing points and the correction index value. The number of passing points and the number of second points include
The safe driving degree evaluation according to claim 2, wherein the number of the pause points in which the pause operation is performed in a state where an obstacle exists within a predetermined range in the traveling direction of the vehicle is not included. Device. The pause point is
It is a stop point provided on a non-priority road that connects to a priority road.
The passage difficulty acquisition unit
It is characterized in that the passage difficulty level of the temporary stop point is acquired based on the distance from the temporary stop line, which is the position to be stopped at the temporary stop point provided on the non-priority road, to the priority road. The safe driving degree evaluation device according to any one of claims 1 to 3. It is a safe driving degree evaluation method executed by the safe driving degree evaluation device.
A pause operation determination step for determining whether or not the vehicle has performed a pause operation at a pause point specified to be paused, and a pause operation determination step.
The passage difficulty acquisition step for acquiring the passage difficulty at the temporary stop point, and
A safe driving degree evaluation method including a safe driving degree evaluation step for evaluating a safe driving degree of a vehicle based on a determination result in the pause operation determination step and the passage difficulty level. A pause operation determination step for determining whether or not the vehicle has performed a pause operation at a pause point specified to be paused, and a pause operation determination step.
The passage difficulty acquisition step for acquiring the passage difficulty at the temporary stop point, and
A safe driving degree evaluation program for causing a computer to execute a safe driving degree evaluation step for evaluating the safe driving degree of the vehicle based on the determination result in the pause operation determination step and the passage difficulty level. A pause operation determination step for determining whether or not the vehicle has performed a pause operation at a pause point specified to be paused, and a pause operation determination step.
The passage difficulty acquisition step for acquiring the passage difficulty at the temporary stop point, and
A safe driving degree evaluation program for causing a computer to execute a safe driving degree evaluation step for evaluating the safe driving degree of the vehicle based on the judgment result in the pause operation determination step and the passage difficulty level is stored. A storage medium characterized by what has been done.

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