JP7264859B2 - Navigation system, recommended method of its search route, and program - Google Patents

Description

The present invention relates to a navigation system, its search route recommendation method, and program.

A navigation system that searches for a route from a departure point to a destination based on map information has become widespread. For example, the route search method disclosed in Patent Document 1 accumulates the action history of the driver in a database. A second route different from the first route for reaching the destination is searched from the familiar area by expanding the area of the familiar area on the map based on the position on the map where the user is.

WO2018/033957

According to the technique of Patent Document 1, the second route is searched from the familiar area of the driver, but even in the familiar area, no consideration is given to what kind of stress the driver feels during driving.
SUMMARY OF THE INVENTION It is an object of the present invention to solve the above problems and to provide a navigation system that searches for a route that is easy for the driver to drive without feeling stress.

In order to solve the above-described problems, the navigation system of the present invention includes a route calculation unit that calculates a route to a destination of a vehicle, a position detection unit that detects the position of the vehicle, and a posture detection unit that detects the posture of a driver. a stress determination unit that determines the stress state of the driver from the posture; and a position detected by the position detection unit when the stress determination unit determines that the driver is in the stress state. a driving history recording unit that records section information; and a driving condition detection unit that detects driving conditions when the stress determination unit determines that the driver is in a stressed state. A driving route is calculated by referring to the stress section information recorded in the history recording unit, and when the driver searches for a route to a destination, the driving history recording unit is referred to and the stress is added to the searched route. determining whether or not the driving condition included in the stress segment information matches the driving condition at the time when the route is expected to be traveled when the position of the segment information is included; Based on this, the recommended ranking of the searched route is calculated, and the recommended ranking of the searched route is changed.

According to the navigation system of the present invention, it is possible to reduce the driver's stress during driving, since a searched route with less stress is recommended.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure explaining the outline|summary of the navigation system of embodiment. It is a figure explaining the definition of the position (route section) which stress was detected. It is a figure explaining the structure of the navigation system of embodiment. FIG. 4 is a diagram for explaining the configuration of stress section information; FIG. 4 is a diagram for explaining a detection flow of a driver's stress state; FIG. 10 is a diagram for explaining the processing of the navigation system for recommending a search route by referring to stress section information; FIG. 10 is a diagram explaining in detail a process of calculating a recommended order of a route calculation unit; FIG. 10 is a flow diagram illustrating processing of the navigation system for recommending a search route when the destination is a low-travel-frequency section; FIG. 10 is a diagram illustrating an example in which, among drivers having stress section information included in a searched route to a destination, other drivers having common stress section information are regarded as correlated drivers. FIG. 10 is a diagram for explaining an example in which other drivers whose proportions of the first or second stress zone types in the position categories of stress zone information are substantially the same are regarded as correlated drivers. FIG. 10 is a diagram illustrating an example in which another driver whose driving distance-related driver characteristics are substantially the same is regarded as a correlated driver.

A navigation system 100 (FIG. 3 to be described later) of the embodiment will be described below with reference to the drawings.
FIG. 1 is a diagram illustrating an overview of a navigation system 100 according to an embodiment.
The navigation system 100 searches for a plurality of travel routes from a starting point to a destination according to travel time, travel distance, cost, etc., as shown in the map of FIG. System.

When the driver travels the route with the shortest travel time recommended by the navigation system 100, the driver may travel at a low speed and make visual checks more than necessary due to parking on the road and many pedestrians. Since such a state is stressful, in many cases the driver does not want to pass. In addition, these stresses vary depending on individual drivers' sense of vehicle width, driving history, traffic time, etc., and it is difficult to centrally manage them as map information.

The navigation system 100 of the embodiment accumulates the positions (routes) where the driver felt driving stress, and when the searched travel route includes the positions (route sections) where the driver felt driving stress, Try to change the order of recommendation. This makes it easier to select a route with less driving stress, reducing stress during driving.

More specifically, in FIG. 1, when the navigation system 100 of the embodiment determines that the driver is in a stressed state from the driver's posture while driving in a route section marked with a square frame, the position or route during driving at this time is determined. The section is recorded as stress section information.
Thereafter, when searching for a route from the departure point to the destination, it is determined whether or not the position (route section) recorded in the stress section information is included in each of the searched routes. A high link cost is set for a route that includes the position (route section) of the stress section information. For example, the required time for the route section is calculated by adding a predetermined amount to the required time for the route section. As a result, the order of the recommended routes is changed according to the required time.

Here, the positions (route sections) recorded in the stress section information in the navigation system 100 of the embodiment will be described in detail with reference to FIG.
Although the details will be described later, the navigation system 100 of the embodiment determines that the driver is in a stressed state when detecting that the driver is leaning forward for a predetermined period of time.

The forward leaning posture of the driver not only continues, but may also occur sporadically. Therefore, as shown in FIG. 2, when a forward-leaning posture is detected within a predetermined period of time, it is determined that the forward-leaning posture has continued, and that the driver is in a stressed state. At this time, instead of time, it may be determined that the driver is in a stressed state when the forward leaning posture continues for a predetermined distance.

In addition, in the navigation system 100 of the embodiment, the route between the nodes (departure point, destination, stopover points, etc.) in the route search is defined as a link (route section), and the travel route from the departure point to the destination is determined by combining the links. do. Then, the total travel time required for the link is taken as the required time from the starting point to the destination.

When the navigation system 100 of the embodiment determines that the driver is in a stressed state while driving, it detects the stressed state in the route section including the position of the vehicle at that time.

Next, the configuration of the navigation system 100 of the embodiment will be explained with reference to FIG.

A vehicle identification unit 8 acquires a vehicle identification number that uniquely identifies a vehicle.
The driver identification unit 7 recognizes the driver based on the image captured by the in-vehicle camera 18 and acquires a driver identification number that uniquely identifies the driver.
The stress section information 12 is managed using the vehicle identification number obtained by the vehicle identification unit 8 and the driver identification number obtained by the driver identification unit 7 .

The position detection unit 6 determines that the driver is in a stressed state based on the position information of the vehicle managed by the GNSS (Global Navigation Satellite System) 15 or the inertial navigation system (not shown) of the vehicle. Detects the position of the vehicle (route section) when it is
The position (route section) detected by the position detection unit 6 is recorded in the stress section information 12 .

The route calculation unit 5 searches for a plurality of routes (routes) from the departure point of the vehicle to the destination based on the map information 51, and also refers to the stress section information 12 to calculate the recommended order of the searched routes. . Details of the route calculation unit 5 will be described later.

The navigation screen control unit 9 is a control unit that controls displays such as a departure point and destination setting screen, a searched route display, and a recommended route display on an instrument panel display (instrument panel display) 19 .

The posture detection unit 4 detects the seating posture of the driver based on the detection result of a seating sensor 16 such as a pressure sensor. In addition, the posture detection unit 4 may analyze the image captured by the in-vehicle camera 18 to recognize the sitting posture of the driver.

The driving condition detection unit 3 acquires control information such as vehicle speed, traveling direction, acceleration, etc. from the vehicle ECU 17 as driving conditions, and, as driving conditions, information related to date and time (for example, date when the vehicle is running, day of week, weekday, At least one of a holiday segment, a time of day, and a season segment) and at least one of the frequency and time when it is determined to be in a stress state is detected.
The driving conditions acquired or detected by the driving condition detection unit 3 when it is determined that the driver is in a stressed state are stored in the stress section information 12 .

The stress determination unit 2 determines whether or not the driver's sitting posture detected by the posture detection unit 4 is a forward leaning posture such as leaning forward or lifting the waist, thereby determining the stress state of the driver. judge. The stress determination unit 2 determines that the driver is in a stressed state when the driver's sitting posture is tilted forward.
The stress determination unit 2 may determine the stress state based on biometric measurements of the driver, not limited to the seating posture.

Factors that cause drivers to become temporarily stressed include, for example, poor visibility at night due to lack of streetlights, heavy traffic in the morning, difficulty in seeing in the setting sun, etc. Seasonal factors such as snowfall and frozen roads in winter, deviations depending on the day of the week such as a significant change in pedestrian traffic on holidays, temporary traffic jams due to road parking, accidents, etc., and destinations Explore and more.

The driving history recording unit 1 includes stress section information 12 that records the position (route section) of the vehicle when the driver is determined to be in a stressed state, and a history management unit 11 that records and manages the stress section information 12. consists of The details of the configuration of the stress section information 12 will be described later.
In addition, the travel history recording unit 1 has driver characteristic information 13 that stores information on the travel distance for each driver (driver identification number) as driver characteristics. At least one of the distance traveled by the vehicle, the distance traveled once, the distance traveled during a predetermined period, and the ratio of the distance traveled on weekdays and weekends can be used as the information on the traveled distance, for example. . Although the details will be described later, the route calculation unit 5 recommends a travel route based on the driver characteristic information 13 and referring to the stress section information 12 of other correlated drivers.

The vehicle communication unit 10 is a communication unit that connects to a V2X (Vehicle to Everything) network.
The navigation system 100 of the embodiment acquires stress section information 12 of another driver, which will be described later, from the V2X network via the vehicle communication unit 10 .
Further, in the navigation system 100 of the embodiment, a case where the stress zone information 12 is provided in the vehicle will be described, but the stress zone information 12 may be provided in the server of the V2X network.

Specifically, the navigation system 100 shown in FIG. 3 is configured by one or more CPUs (Central Processing Units) or other processors or hardware having equivalent functions. ECUs (Electronic Control Units) or MPUs (Micro-Processing Units) connected via a bus are combined. The navigation system 100 implements each function by executing a program of the CPU.
The navigation system 100 of the embodiment may be configured not only by being mounted on a vehicle, but also by a mobile terminal such as a smart phone.

FIG. 4 is a diagram for explaining the structure of the stress section information 12. As shown in FIG.
The stress section information 12 is composed of a position 121, a position category 122, a driving condition 123, and a stress type 124 for each of the vehicle identification number obtained by the vehicle identification unit 8 and the driver identification number obtained by the driver identification unit 7. , and also for each location where the driver is determined to be in a stressed state. In other words, the stress section information 12 refers to a set of data that associates and stores information about stress, or a storage unit that stores a set of data.

Position 121 records the position (route segment) of the vehicle when the driver is determined to be in a stressed state.

The position category 122 indicates the type of position (route section) recorded in the position 121 . More specifically, the position (route section) is determined by using at least one of the distance from a predetermined road, the distance from a station or school, the number of general residences within a predetermined distance, and the number of commercial facilities within a predetermined distance. Classify into one level and indicate the classification of the position.

The driving condition 123 records at least one of information regarding the date and time when the driver is determined to be in a stressed state detected by the driving condition detection unit 3, and the frequency and time when the driver is determined to be in a stressed state. .

The stress type 124 indicates whether the detection of the driver's stress state at the position 121 is temporary (second stress interval type), non-temporary (first stress interval type), or other driver stress. Any of the section information (third stress section type) is shown.
The stress type 124 is updated by the history management unit 11, the details of which will be described later.

Next, with reference to FIG. 5, the flow of detection of the stress state of the driver of the navigation system 100 will be described.

In step S<b>51 , the navigation system 100 acquires a vehicle identification number from the vehicle identification section 8 and a driver identification number from the driver identification section 7 . The information of the stress section information 12 is identified by the acquired vehicle identification number and driver identification number.

In step S<b>52 , the posture detection unit 4 detects the driver posture using the seating sensor 16 .
In step S53, the posture detection unit 4 determines whether or not the detected driver posture is a forward leaning posture, and if not (No in S53), it determines that the driver is not in a stressed state. Then, the process proceeds to step S510, and in the case of the forward leaning posture (Yes in S53), the process proceeds to step S54.

In step S54, the stress determination unit 2 determines whether or not the forward leaning posture of the driver is caused by the vehicle collision by the vehicle ECU 17. If the vehicle collision is caused (Yes in S54), the process proceeds to step S510, and the vehicle collision occurs. If not (No in S54), the process proceeds to step S55.

In step S55, the stress determination unit 2 determines whether or not the operating condition detected by the operating condition detection unit 3 satisfies the multi-view activation condition. If the activation condition is satisfied (Yes in S55), the process proceeds to step S56. If the activation condition is not satisfied (No in S55), the process proceeds to step S57.

More specifically, the driving condition detection unit 3 detects the speed, traveling direction, and acceleration of the vehicle, and the vehicle moves forward at a speed below a predetermined value (for example, 10 km/h) and at an acceleration below a predetermined value. When the driver is running, the stress determination unit 2 determines that the driver is in a stressed state, and assumes that the multi-view activation condition is satisfied.

In step S<b>56 , the stress determination unit 2 controls the navigation screen control unit 9 to activate a multi-view camera that displays an image of the surroundings of the vehicle on the instrument panel display 19 . Although the multi-view camera is activated as an example of displaying the image of the exterior of the vehicle, it is sufficient if the image of the exterior of the vehicle can be displayed on the instrument panel display 19 .
Since the navigation system 100 activates the multi-view camera based on the leaning posture and driving conditions, useful driver assistance can be provided. In addition, erroneous determination of the stress state can be prevented.

Moreover, the stress determination unit 2 ends the multi-view when it is not determined that the driver is in a stressed state for a predetermined time or longer after the multi-view camera is activated.
In the navigation system 100, the stress determination unit activates the multi-view when it determines that the driver is in a stressed state, and terminates the multi-view when the driver is not determined to be in a stressed state for a predetermined time or longer. Therefore, it is possible to reduce blind spots and reduce stress during driving.

In step S<b>57 , the history management unit 11 of the travel history recording unit 1 starts recording the stress section information 12 when the stress determination unit 2 determines that the driver is in a stressed state. First, the position detector 6 detects the vehicle position (route section) 121 when the driver is determined to be in a stressed state. Then, the operating condition detection unit 3 detects the operating condition 123 when it is determined that the driver is in a stressed state.

Next, in step S58, the history management unit 11 acquires the position category of the vehicle position 121 and the stress type 124 of the stress state of the driver based on the vehicle position 121 and the driving conditions 123 acquired in step S57. .

Specifically, the vehicle position is classified into several levels in advance according to the distance from a given road, the distance from a station or school, the number of general residences within a given distance, and the number of commercial facilities within a given distance. Then, a level corresponding to the position 121 of the vehicle when the driver is determined to be in a stressed state is obtained, and this level is defined as a position category 122 indicating the type of position (route section). The position category 122 determines the position of the vehicle using at least one of the distance from a predetermined road, the distance from a station or school, the number of ordinary houses within a predetermined distance, and the number of commercial facilities within a predetermined distance. In addition, the predetermined road is a major arterial road, and indicates, for example, a national road, an expressway, and a road having multiple lanes. Taken together, the location category 122 indicates the conditions surrounding the location determined to be stressed, reflecting, for example, the amount of vehicles traveling, the number of pedestrians, the number of vehicles parked on the road, the width of the road, and the like.

Specifically, the stress type 124 is obtained by aggregating the information recorded for the same position indicated by the position 121 and determining whether or not the stress state detection is due to a temporary driving condition. Then, when it is determined that the driving condition is not temporary, the position of the position 121 is recorded as the first stress section type that is always referred to as stress section information when searching for a route, and it is determined that the driving condition is temporary. If determined, the position of the position 121 is recorded as the second stress section type that is referred to as stress section information only when it matches the driving conditions at the time when the route is expected to be traveled.
Furthermore, the information of the stress section in which the driving frequency of other correlated drivers is equal to or higher than a predetermined value is recorded as the third stress section type.

More specifically, the history management unit 11 divides the predetermined driving conditions into a plurality of categories, calculates a first ratio indicating the stress posture detection frequency with respect to the driving frequency for each driver, and If the first ratio of the division is less than a predetermined value, it is determined that it is not the first stress section and the second stress section, and the first ratio is a predetermined value or more. If the second ratio is equal to or greater than a predetermined value, the first stress section type is determined, and if the second ratio is equal to or less than the predetermined value, the second stress section type is determined. For example, if a stress state is detected in a certain stress section regardless of the day of the week, it is determined as the first stress section type, and if a stress state is detected only on Sundays, it is determined as the second stress section type.

In step S59, the history management unit 11 stores the vehicle position 121 and driving conditions 123 detected in step S57, and the position category 122 and stress type 124 obtained in step S58 for each vehicle identification number and driver identification number. , is stored in the stress section information 12 .

At step S510, the navigation system 100 determines whether or not the driving has ended. Continue recording to Then, if the driving is finished (Yes in S510), the recording of the stress section information 12 is finished.

Next, referring to FIG. 6, the processing of the navigation system 100 that refers to the stress section information 12 and recommends a search route will be described.

In step S<b>61 , the route calculation unit 5 of the navigation system 100 acquires the vehicle identification number from the vehicle identification unit 8 and the driver identification number from the driver identification unit 7 .
In step S62, the route calculation unit 5 refers to the map information 51 to search for a route from the departure point to the destination.

In step S63, the route calculation unit 5 performs the processing from step S64 to step S68 for each of the retrieved multiple routes.

In step S64, the route calculation unit 5 determines whether or not the searched route includes the position 121 of the stress section information 12 identified by the vehicle identification number and the driver identification number. Yes), the process proceeds to step S65, and if not included (No in S64), the process proceeds to step S68.

In step S65, the route calculation unit 5 determines the stress type 124 of the position 121 for each of the positions 121 included in the retrieved route. If it is not one stress section type (No in S65), the process proceeds to step S66.
In step S65, if it is the second stress section type, the process proceeds to step S66, and if it is not the second stress section type, the process proceeds to step S67.

In step S66, the route calculation unit 5 determines whether or not the operating condition 123 at the position 121 matches the operating condition when the route is temporarily traveled. If they do not match (No in S66), the process proceeds to step S68.

In step S<b>67 , the route calculation unit 5 sets a stress addition value due to traveling at the position 121 . The stress addition value is a value (time or distance) obtained by multiplying the travel time or travel distance of the stress section corresponding to the position 121 by a predetermined factor. Alternatively, the link cost is increased by a predetermined value.
In the above description, since the stress section for which the stress addition value is always set is determined as the first stress section type in advance, the process of determining whether or not the driving conditions are met when the route is temporarily traveled can be reduced. there is

In step S68, the route calculation unit 5 determines all the positions 121 included in the searched route, and when all the searched routes are processed, the process proceeds to step S69.

In step S69, the route calculation unit 5 calculates, for example, the travel time of each of the searched routes and the added value of stress caused by traveling in the stress section, and obtains the travel time in the stressed state. The order of time is the preferred order. Then, the navigation screen control unit 9 displays the searched route and recommended order on the instrument panel display 19 .

Here, the process of calculating the recommended order of the route calculation unit 5 will be specifically described with reference to FIG.
FIG. 7 shows the process of searching for a route from the departure point to the destination in step S62 in the process of the navigation system 100 for recommending the search route explained in FIG. Suppose that it is searched. The stress type 124 shows a case where point A of the first stress section type and point B of the second stress section type are recorded in the stress section information 12 .

In step S64, the route calculation unit 5 of the navigation system 100 determines that the route 2 passing through points A and B is a route including the position of the stress section information, and performs processing for setting a stress addition value. For route 1 and route 3, no additional stress value is set.

Then, the route calculation unit 5 determines that point A is the first stress section type in step S65, and sets a stress addition value (step S67). Since point B is not of the first stress zone type, the process proceeds to step S66 to determine whether the operating conditions match. In the example of FIG. 7, since the operating conditions do not match (No in S66), the stress addition value is not set at the B point.

As described above, in the example of FIG. 7, it is determined that the driver is expected to be stressed when traveling Route 2, stress is added, and the recommended route is displayed.
The route calculation unit 5 obtains the recommended order based on the time required for the searched route, and displays the recommended route.

For example, if the time required for Route 1, Route 2, and Route 3 are 1 hour, 1 hour 5 minutes, and 1 hour 10 minutes, respectively, add the stress addition value (10 minutes) set for Route 2, , Route 1, Route 2, and Route 3 are calculated as 1 hour, 1 hour 15 minutes, and 1 hour 10 minutes.
Then, the recommended routes are displayed as Route 1, Route 3, and Route 2 in order of required time.
As a result, it is possible to display a searched route that reduces the stress on the driver.

In the above description, the navigation system 100 displays a search route that reduces stress on the driver based on the travel history of only a specific driver. A description will be given of the case of a point that a person has never been to or a travel section in which the travel frequency is low. In the following description, a point that the driver has never visited or a traveled section with a low travel frequency will be referred to as a low travel frequency section.

FIG. 8 is a flowchart for explaining the processing of the navigation system for recommending a retrieved route when the travel route includes a low travel frequency section.
FIG. 8 is a flowchart obtained by adding processing from step S81 to step S84 to FIG. 6. Since steps S61 to S69 are the same as in FIG. 6, description thereof will be omitted.

After retrieving a route from the departure point to the destination in step S62, the route calculation unit 5 determines in step S81 whether the retrieved route includes a low driving frequency section for the driver. If the searched route does not include a low travel frequency section (No in S81), the process proceeds to step S63, and if the searched route includes a low travel frequency section (Yes in S81), step Proceed to S82.

In step S82, the route calculation unit 5 refers to the travel history recording unit 1 of the other vehicle via the vehicle communication unit 10 to identify drivers who are correlated in the low travel frequency section. The unit 5 acquires correlated driver stress zone information. Note that the travel histories of other companies may be collectively stored in a server, and correlated driver stress section information may be acquired from the server.

In step S84, the stress section information obtained in step S83 is recorded in the stress section information 12 as information of the third stress section type as the stress type 124. FIG. Then, the process proceeds to step S63.

It should be noted that in the processing from step S63 to step S68, the information on the third stress section type is handled in the same way as the information on the second stress section type.

As described above, when the retrieved route includes a low-travel-frequency section of the driver, the route calculation unit 5 determines that the number of drivers with a correlation (for example, other drivers having similar stress section information) is greater than or equal to a predetermined value. The stress section information of the driving frequency is acquired as the information of the third stress section type, and the recommended order of the searched route is determined based on the stress section information of at least one of the first, second, and third stress section types. calculate.
As a result, even if the destination is a low-travel-frequency section, it is possible to recommend a retrieved route that reduces the driver's stress.

The method of identifying correlated drivers is described in more detail below.
FIG. 9 is a diagram for explaining an example in which, among drivers having stress section information included in a retrieved route to a destination, other drivers having common stress section information are regarded as correlated drivers. .

As shown in FIG. 9, when the destination of the route search is a section with low travel frequency of the driver (outside the driver's living area), the driver's stress section information is not recorded.
Therefore, other drivers having stress section information included in the retrieved route are extracted in the living areas of other drivers adjacent to the driver's living area. Then, from among the other extracted drivers, another driver (Mr. A) having the same position of the stress zone information (point a) as that of the driver's stress zone information is extracted as a correlated driver. Then, Mr. A's stress zone information is recorded in the stress zone information 12 as information of the driver's third stress zone type.

Further, in the living areas of other drivers adjacent to Mr. A's living area, other drivers having stress section information included in the searched route are extracted. Then, from among the other extracted drivers, another driver (Mr. B) having the same position of the stress zone information (point b) as the position of the driver's stress zone information is extracted as a correlated driver. Then, Mr. B's stress zone information is recorded in the stress zone information 12 as the information of the driver's third stress zone type.
By the above, Mr. A and Mr. B are other drivers who are correlated with the driver, and the stress section information of Mr. A and Mr. B is recorded in the stress section information 12 as the information of the third stress section type of the driver, Calculate the recommended ranking of search routes.

In other words, the route calculation unit 5 regards a driver whose stress section information having a driving frequency equal to or greater than a predetermined value at the same position as the stress section of the driver as a correlated driver, and The stress section information 12 having a travel frequency equal to or higher than a predetermined value in the low travel frequency section of the driver is recorded in the stress section information 12 as the third stress section type. Furthermore, by extracting another driver who is correlated with the driver determined as the correlated driver, it is possible to acquire the third stress segment type in a wider range.
As a result, even if the destination is a low-travel-frequency section, it is possible to recommend a retrieved route that reduces the driver's stress.

FIG. 10 shows, in the position categories of the stress zone information, the ratio of the first or second stress zone type in each category (ratio of positions of the first or second stress zone type to all positions on the map belonging to the category). FIG. 10 is a diagram illustrating an example in which another driver with substantially the same is regarded as a correlated driver.

As shown in FIG. 10, other drivers having stress section information included in the searched route are extracted in the living areas of other drivers adjacent to the driver's living area. Then, from among the other extracted drivers, another driver (Mr. B) whose rate of the first or second stress zone type in each category is substantially the same is extracted as a correlated driver, The stress section information of Mr. B is recorded in the stress section information 12 as the information of the third stress section type of the driver.

That is, the travel history recording unit classifies the positions into predetermined position categories, assigns the positions of the stress section information to the position state categories, and the route calculation unit 5 classifies the positions into the first or second positions in the predetermined position state categories. The ratio of the stress section type is recorded as the ratio of the first or second stress section, and in the low driving frequency section, the ratio of the first or second stress section corresponding to the ratio of the driver's first or second stress section Another driver whose ratio is recorded is regarded as a correlated driver, and the stress section information 12 having a driving frequency equal to or higher than a predetermined value in the low driving frequency section of the correlated driver is regarded as a third stress section type. This is recorded in the stress section information 12.
Classification into position categories is performed using, for example, at least one of the distance from a predetermined road, the distance from a station or school, the number of general residences within a predetermined distance, and the number of commercial facilities within a predetermined distance.
As a result, even if the destination is a low-travel-frequency section, it is possible to recommend a retrieved route that reduces the driver's stress.

FIG. 11 is a diagram illustrating an example in which other drivers whose driver characteristics regarding travel distance for each driver substantially match are regarded as correlated drivers.

The travel history recording unit 1 stores information about travel distance for each driver as driver characteristic information 13 .

Then, the route calculation unit 5 extracts other drivers having stress section information included in the searched route in other drivers' living areas different from the driver's living area. Then, the driver (Mr. B) whose driver characteristic information 13 substantially matches is extracted from the other extracted drivers as a correlated driver, and the stress section information of Mr. B is extracted as the driver's third stress section information. It is recorded in the stress section information 12 as information of the stress section type.

As a result, as shown in FIG. 11, for drivers who do not usually drive a car, the range of activities in the car is wider than the stress section information of Mr. C, who travels long distances for commuting. The stress section information of Mr. B, who is close to the driver, is preferentially used. This is because Mr. B's driver characteristic information is similar to the driver's driving characteristic information, so the driving method and usage of the vehicle are similar, and the stressful conditions are also considered to be similar.

That is, the travel history recording unit 1 stores information about the traveled distance for each driver as the driver characteristic information 13, and the route calculation unit 5 stores information similar to the driver characteristic information 13 of the driver in the low travel frequency section. A driver having driver characteristic information is regarded as a correlated driver, and stress section information 12 having a driving frequency equal to or higher than a predetermined value in a low driving frequency section of the correlated driver is used as third stress section type information. This is recorded in the stress section information 12.
As a result, even if the destination is a low-travel-frequency section, it is possible to recommend a retrieved route that reduces the driver's stress.

The present invention is not limited to the above-described embodiments, and various design changes are possible without departing from the gist of the present invention.

1 travel history recording unit 11 history management unit 12 stress section information 121 position (route section)
122 position category 123 driving condition 124 stress type 13 driver characteristic information 2 stress determination unit 3 driving condition detection unit 4 posture detection unit 5 route calculation unit 51 map information 6 position detection unit 7 driver identification unit 8 vehicle identification unit 9 navigation screen Control unit 10 Vehicle communication unit 100 Navigation system

Claims (12)

a route calculation unit that calculates a route to the destination of the vehicle;
a position detection unit that detects the position of the vehicle;
a posture detection unit that detects the posture of the driver;
a stress determination unit that determines the stress state of the driver from the posture;
a travel history recording unit that records, as stress section information, the position detected by the position detection unit when the stress determination unit determines that the driver is in a stressed state;
a driving condition detection unit that detects driving conditions when the stress determination unit determines that the driver is in a stressed state;
The driving history recording unit further records the driving conditions detected by the driving condition detection unit in the stress section information,
The route calculation unit calculates a travel route by referring to the stress section information recorded in the travel history recording unit;
When the driver searches for a route to a destination, referring to the travel history recording unit,
When the searched route includes the position of the stress section information, it is determined whether the driving conditions included in the stress section information match the driving conditions at the time when the route is expected to be traveled. judge,
Calculate the recommended order of the searched route based on the determination , and change the recommended order of the searched route
A navigation system characterized by: A navigation system according to claim 1 , wherein
The operating condition detection unit detects, as the operating conditions, at least one of information regarding date and time, and the frequency and duration of the stress state, and
The travel history recording unit
aggregating the plurality of stress interval information recorded at the same position to determine whether the stress state is detected due to a temporary condition;
If it is determined that the condition is not temporary, the stress section information is recorded as a first stress section type that is always referred to as stress section information during route search,
A second stress section type that is referred to as stress section information only when the stress section information matches the driving conditions at the time when the route is expected to be traveled when it is determined that the condition is temporary. record as
The navigation system, wherein the route calculation unit calculates the recommended ranking of the search route based on the stress section information of the first and/or second stress section types. A navigation system according to claim 2 ,
The route calculation unit, when the searched route includes a low-travel-frequency section of the driver,
Acquiring stress section information of correlated driver driving frequency equal to or higher than a predetermined value as information of a third stress section type,
A navigation system, wherein a recommended ranking of a search route is calculated based on stress section information of at least one of the first, second, and third stress section types. A navigation system according to claim 3 , wherein
The route calculation unit
The other driver whose stress zone information having a driving frequency equal to or higher than a predetermined value is recorded at the same position as the position of the stress zone information of the driver is regarded as a correlated driver;
The navigation system is characterized in that stress section information in which the correlated driver has a driving frequency equal to or higher than a predetermined value in the low driving frequency section is recorded in the stress section information as a third stress section type. A navigation system according to claim 3 , wherein
The travel history recording unit
classifying locations into predetermined location categories, assigning locations of the stress interval information to the location categories;
The route calculation unit
recording the ratio of the first or second stress interval type in the predetermined location category as the first or second stress interval ratio;
In the low driving frequency section, another driver for whom the first or second stress section ratio corresponding to the first or second stress section ratio of the driver is recorded is regarded as a correlated driver. ,
A navigation system, wherein stress section information having a driving frequency equal to or higher than a predetermined value in the low driving frequency section of the correlated driver is used as information of a third stress section type. In the navigation system of claim 3 ,
The travel history recording unit
storing information about the distance traveled by each driver as driver characteristic information;
The route calculation unit
In the low driving frequency section, a driver having driver characteristic information similar to the driver characteristic information of the driver is regarded as a correlated driver,
A navigation system, wherein stress section information having a driving frequency equal to or higher than a predetermined value in the low driving frequency section of the correlated driver is used as information of a third stress section type. In the navigation system according to any one of claims 2 to 6 ,
The travel history recording unit
dividing a given operating condition into a plurality of divisions,
For each category, calculate a first ratio indicating the stress posture detection frequency with respect to the driving frequency of the vehicle for each driver,
determining that the first stress section type and the second stress section type are not the first stress section type and the second stress section type when the first ratio of all sections is less than a predetermined value;
determining that the first stress zone type is the first stress zone type when a second ratio indicating a ratio of the division to the entire division in which the first ratio is equal to or greater than a predetermined value is equal to or greater than a predetermined value;
A navigation system, wherein the second stress zone type is determined when the second ratio is equal to or less than a predetermined value. In the navigation system according to any one of claims 1 to 7 ,
The route calculation unit
A navigation system, wherein sections on a searched route having the stress section information that matches the driving condition are weighted by a predetermined weight and then calculated as a recommended route ranking. In the navigation system according to any one of claims 1 to 8 ,
The stress determination unit
When the posture detection unit detects the forward leaning posture of the driver, the driving condition detection unit detects the speed, traveling direction, and acceleration of the vehicle,
When the vehicle is traveling forward at a speed below a predetermined value and acceleration below a predetermined value,
A navigation system that determines that the driver is in a stressed state. In the navigation system according to any one of claims 1 to 9 ,
The stress determination unit
displaying an image of the outside of the vehicle when it is determined that the driver is in a stressed state;
A navigation system, wherein the display is ended when it is not determined that the driver is in a stressed state for a predetermined period of time thereafter. A search route recommendation method for a vehicle navigation system, comprising:
detecting the posture of the driver;
a step of determining the stress state of the driver from the detected posture;
a step of recording the position of the vehicle and driving conditions when it is determined that the driver is in a stressed state as stress section information in the driving history recording unit ;
A travel route is calculated by referring to the stress section information recorded in the travel history recording unit, and when the driver searches for a route to a destination, the travel history recording unit is referred to and the calculated route is followed. When the stress zone information is included, the driving condition included in the stress zone information and when the driver is determined to be in a stressed state is the time at which the driver is expected to travel the route. a step of determining whether or not the driving conditions match, calculating a recommended ranking of the searched route based on the determination, and changing the recommended ranking of the route;
A search route recommendation method for a navigation system, comprising: in the vehicle's navigation system computer,
detecting the posture of the driver;
a step of determining the stress state of the driver from the detected posture;
a step of recording the position of the vehicle and driving conditions when it is determined that the driver is in a stressed state as stress section information in the driving history recording unit ;
A travel route is calculated by referring to the stress section information recorded in the travel history recording unit, and when the driver searches for a route to a destination, the travel history recording unit is referred to and the calculated route is followed. When the stress zone information is included, the driving condition included in the stress zone information and when the driver is determined to be in a stressed state is the time at which the driver is expected to travel the route. a step of determining whether or not the driving conditions match, calculating a recommended ranking of the searched route based on the determination, and changing the recommended ranking of the route;
program to run the

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