JP7628569B2 - Traffic Safety Support System - Google Patents

Description

The present invention relates to a traffic safety support system.

In recent years, efforts have been gaining momentum to consider vulnerable transport users and provide them with access to sustainable transport systems. To achieve this, research and development into preventive safety technologies that can further improve transport safety and convenience has been attracting attention.

For example, Patent Document 1 discloses a server device that determines the risk between multiple traffic participants (vehicles) and notifies the traffic participants of the risk (hereinafter referred to as "risk notification") based on the determination result.

JP 2021-71328 A

In Patent Document 1, the server device judges the risk between multiple traffic participants based on information about the behavior of the traffic participants detected by sensors or the like of the traffic participants. In this regard, in order to notify the traffic participants of the risk, the traffic participants must transmit information about the behavior of the traffic participants to the server device, the server device must judge the risk based on the information transmitted from the traffic participants, and the server device must transmit the risk information to the traffic participants. In other words, in order to notify the traffic participants of the risk, it is necessary to transmit and receive information multiple times between the server device and the traffic participants. Therefore, if the behavior of a traffic participant suddenly changes (for example, if a bicycle or pedestrian suddenly changes the direction of travel), there is a risk that a delay will occur in notifying the traffic participants of the risk.

In view of the above background, the present invention aims to provide a traffic safety support system that can promptly notify traffic participants of risks when their behavior suddenly changes. Ultimately, the present invention aims to contribute to the development of a sustainable transportation system.

In order to solve the above problem, one aspect of the present invention is a traffic safety support system (1) including an acquisition device (12-15) that acquires information about a plurality of traffic participants (2-5) present in a target traffic area (A), a server device (18) that predicts the future behavior of the plurality of traffic participants based on the information about the plurality of traffic participants acquired by the acquisition device, and a notification device (12-15) that notifies the plurality of traffic participants based on the prediction result of the server device, wherein the plurality of traffic participants include a first traffic participant (71) and a second traffic participant (72), and the server device predicts the future behavior of the first traffic participant. The notification device includes a mobile terminal (14) that travels with the second traffic participant, and the mobile terminal receives the future trajectory of the first traffic participant from the server device, calculates a speed vector (V) of the second traffic participant based on the detection result of a terminal sensor built into the mobile terminal, and determines whether a risk will occur between the first traffic participant and the second traffic participant based on the future trajectory of the first traffic participant and the speed vector of the second traffic participant, and if it is determined that the risk will occur, issues a risk notification to the second traffic participant, which is a notification regarding the risk.

According to this aspect, the mobile terminal can determine whether or not a risk occurs between the first traffic participant and the second traffic participant based on the future trajectory of the first traffic participant previously received from the server device and the speed vector of the second traffic participant calculated by the mobile terminal. This allows the mobile terminal to promptly notify the second traffic participant of the risk when the behavior of the second traffic participant suddenly changes (for example, when a bicycle or pedestrian suddenly changes course). This can ultimately contribute to the development of a sustainable transportation system.

In the above aspect, the terminal sensor may include an acceleration sensor (41A) that detects the acceleration of the second traffic participant and a gyro sensor (41B) that detects the angular velocity of the second traffic participant, and the mobile terminal may calculate a velocity vector of the second traffic participant based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor.

According to this aspect, the mobile terminal traveling together with the second traffic participant calculates the velocity vector of the second traffic participant using the acceleration sensor and the gyro sensor. Therefore, the velocity vector of the second traffic participant can be calculated with high accuracy compared to a case where the server device calculates the velocity vector of the second traffic participant using a GNSS signal.

In the above aspect, the server device may store map information including information on a plurality of nodes (N) indicating a plurality of characteristic points within the target traffic area and information on a plurality of links (L) connecting the plurality of nodes, and estimate a future trajectory of the first traffic participant along the plurality of links.

According to this aspect, the future trajectory of the first traffic participant can be accurately estimated. This makes it possible to suppress risk notifications in situations where a risk cannot occur in the actual space, thereby increasing the reliability of risk notifications.

In the above aspect, the mobile device may determine that the risk occurs when the speed vector of the second traffic participant overlaps with the future trajectory of the first traffic participant.

According to this aspect, it is possible to accurately determine whether or not a risk occurs between a first traffic participant and a second traffic participant.

In the above aspect, the risk notification may include an image (81) showing the location of the first traffic participant and an image (82) showing the location of the second traffic participant.

According to this aspect, the risk notification can be used to confirm the relative positions of the first and second traffic participants. This can increase the usefulness of the risk notification.

In the above aspect, the traffic participants may further include a third traffic participant (73) present in the same road area as the second traffic participant, and the risk notification may further include an image (83) showing the location of the third traffic participant.

According to this embodiment, the risk notification can be used to confirm the relative positions of the second and third traffic participants. This can further enhance the usefulness of the risk notification.

In the above aspect, the risk notification may further include an image (84) showing the direction of the speed vector of the second traffic participant.

According to this aspect, the risk notification can be used to confirm the direction of travel of the second traffic participant. This can further increase the usefulness of the risk notification.

In the above aspect, the risk notification may further include an image (85) showing the location where the risk occurs.

According to this embodiment, the risk notification allows the location where the risk occurs to be confirmed. This further increases the usefulness of the risk notification.

In the above aspect, the first traffic participant is a car, and the second traffic participant is a pedestrian or a bicycle, and the mobile terminal receives the future trajectory of the car from the server device, calculates a speed vector of the pedestrian or the bicycle based on the detection result of a terminal sensor built into the mobile terminal, determines whether a risk will occur between the car and the pedestrian or the bicycle based on the future trajectory of the car and the speed vector of the pedestrian or the bicycle, and if it is determined that the risk will occur, notifies the pedestrian or the bicycle driver of the risk.

Compared to pedestrians and bicycles, automobiles are less likely to make sudden changes in direction. Therefore, sudden changes are less likely to occur in the future trajectory of an automobile. Conversely, compared to automobiles, pedestrians and bicycles are more likely to make sudden changes in direction. Therefore, sudden changes are more likely to occur in the speed vectors of pedestrians and bicycles. According to the above aspect, the mobile terminal can obtain in advance from the server device the future trajectory of an automobile, which is less likely to undergo sudden changes, and can calculate the speed vectors of pedestrians and bicycles, which are more likely to undergo sudden changes. This makes it possible to accurately and quickly determine whether a risk occurs between an automobile and a pedestrian or bicycle.

According to the above aspects, it is possible to provide a traffic safety support system that can promptly notify traffic participants of risks when their behavior suddenly changes.

FIG. 2 is a schematic plan view showing a target traffic area according to an embodiment of the present invention; A functional configuration diagram showing a traffic safety support system according to an embodiment of the present invention. FIG. 1 is a plan view showing a main part of a target traffic area according to an embodiment of the present invention. A flowchart showing risk notification control according to an embodiment of the present invention. FIG. 1 is a plan view illustrating a risk determination according to an embodiment of the present invention. FIG. 13 is an explanatory diagram showing a risk notification screen according to an embodiment of the present invention. FIG. 1 is a plan view illustrating a method for estimating a future trajectory of a vehicle according to an embodiment of the present invention;

The following describes a traffic safety support system 1 according to one embodiment of the present invention, with reference to the drawings.

<Traffic Safety Support System 1>
Fig. 1 is a schematic plan view showing an example of a traffic area (hereinafter referred to as "target traffic area A") to which a traffic safety support system 1 according to an embodiment of the present invention is applied. In the target traffic area A, there are a plurality of automobiles 2 (e.g., four-wheeled automobiles), a plurality of motorcycles 3, a plurality of bicycles 4, and a plurality of pedestrians 5 as a plurality of traffic participants. In the target traffic area A, there are a plurality of roadways 6, a plurality of sidewalks 7, a plurality of crosswalks 8, a plurality of traffic lights 9, etc. as a plurality of infrastructure facilities. Note that the plurality of sidewalks 7, the plurality of crosswalks 8, and the plurality of traffic lights 9 are omitted from illustrations except in Fig. 1.

Referring to FIG. 2, the traffic safety support system 1 includes a plurality of automobile device groups 12 (an example of an acquisition device and a notification device), a plurality of two-wheeled vehicle device groups 13 (an example of an acquisition device and a notification device), a plurality of bicycle terminals 14 (an example of an acquisition device and a notification device), a plurality of pedestrian terminals 15 (an example of an acquisition device and a notification device), a plurality of infrastructure cameras 16, a signal control device 17, and a server device 18. Note that in FIG. 2, only one of each of the plurality of automobile device groups 12, the plurality of two-wheeled vehicle device groups 13, the plurality of bicycle terminals 14, the plurality of pedestrian terminals 15, and the plurality of infrastructure cameras 16 is shown. Below, the components of the traffic safety support system 1 will be explained in order.

<Automotive device group 12>
Each automobile device group 12 is provided in a corresponding automobile 2 and moves together with the corresponding automobile 2. Each automobile device group 12 has an on-board actuator 21, an on-board sensor 22, an on-board navigation device 23 (on-board NAVI), an on-board HMI 24, an on-board control device 25, an on-board communication device 26, and an on-board terminal 27. The components of each automobile device group 12 other than the on-board terminal 27 form part of the corresponding automobile 2.

The on-vehicle actuator 21 includes a drive device that applies a driving force to the automobile 2, a brake device that applies a braking force to the automobile 2, and a steering device that steers the wheels of the automobile 2. The drive device is composed of an internal combustion engine and/or an electric motor.

The on-board sensor 22 detects various conditions related to the automobile 2. The on-board sensor 22 includes an external sensor that detects the external state of the automobile 2, a vehicle sensor that detects the state of the automobile 2, and a driver sensor that detects the state of the driver of the automobile 2. The external sensor includes an external camera that captures images of targets (division lines, obstacles, other vehicles, etc.) around the automobile 2, a radar that detects the positions of targets around the automobile 2 using radio waves such as millimeter waves, and a lidar (LiDAR) that detects the positions of targets around the automobile 2 using light such as infrared rays. The vehicle sensor includes a vehicle speed sensor that detects the speed of the automobile 2. The driver sensor includes a driver camera that captures images of the driver, and a biosensor that detects the bioinformation of the driver (pulse, respiration, skin potential, etc.).

The in-vehicle navigation device 23 is a device that provides route guidance to the destination of the automobile 2, etc. The in-vehicle navigation device 23 stores map information. The in-vehicle navigation device 23 identifies the current position of the automobile 2 based on GNSS signals received from artificial satellites.

The in-vehicle HMI 24 notifies the driver of the automobile 2. For example, the in-vehicle HMI 24 includes a touch panel and an audio output device. The touch panel displays various screens to the driver. The audio output device outputs audio guidance, warning sounds, etc. to the driver.

The on-vehicle control device 25 is an electronic control unit (ECU) consisting of one or more computers configured to execute various processes. The on-vehicle control device 25 includes an arithmetic processing device (a processor such as a CPU or MPU) and a storage device (a memory such as a ROM or RAM). The on-vehicle control device 25 is connected to each component of the automobile 2 and controls each component of the automobile 2. The on-vehicle control device 25 controls the traveling of the automobile 2 by controlling the on-vehicle actuator 21. The on-vehicle control device 25 recognizes targets present around the automobile 2 based on the detection results of the external sensors of the on-vehicle sensor 22.

The in-vehicle communication device 26 is connected to the server device 18 via a wireless communication network. The in-vehicle communication device 26 transmits to the server device 18 various states related to the automobile 2 detected by the in-vehicle sensor 22 and the current position of the automobile 2 identified by the in-vehicle navigation device 23. The in-vehicle communication device 26 receives traffic safety support information (details of which will be described later) from the server device 18.

The in-vehicle terminal 27 is a portable terminal carried by the driver of the automobile 2. The in-vehicle terminal 27 is an electronic control unit (ECU) consisting of one or more computers configured to execute various processes. The in-vehicle terminal 27 includes an arithmetic processing unit (processor such as a CPU or MPU) and a storage unit (memory such as a ROM or RAM). For example, the in-vehicle terminal 27 is configured by a wearable device or a smartphone. The in-vehicle terminal 27 is connected to the server device 18 via a wireless communication network.

<Motorcycle device group 13>
Each motorcycle equipment group 13 is provided on a corresponding motorcycle 3 and moves together with the corresponding motorcycle 3. With reference to Fig. 2, each motorcycle equipment group 13 has an on-board actuator 31, an on-board sensor 32, an on-board navigation device 33 (on-board NAVI), an on-board HMI 34, an on-board control device 35, an on-board communication device 36, and an on-board terminal 37. The components of each motorcycle equipment group 13 other than the on-board terminal 37 form part of the corresponding motorcycle 3. The components of each motorcycle equipment group 13 are similar to the components of each automobile equipment group 12, and therefore description thereof will be omitted.

<Bicycle Terminal 14>
Each bicycle terminal 14 is a portable terminal carried by the rider of the corresponding bicycle 4, and moves together with the corresponding bicycle 4. For example, each bicycle terminal 14 is configured by a wearable device or a smartphone.

Each bicycle terminal 14 has a terminal sensor 41, a terminal navigation device 42 (terminal NAVI), a terminal HMI 43, a terminal control device 44, and a terminal communication device 45.

The terminal sensor 41 is built into each bicycle terminal 14 and detects the state of the bicycle 4. The terminal sensor 41 includes an acceleration sensor 41A that detects the acceleration of the bicycle 4, and a gyro sensor 41B that detects the angular velocity of the bicycle 4.

The terminal navigation device 42 stores map information. The terminal navigation device 42 identifies the current position of the bicycle 4 based on the GNSS signals received from the artificial satellites.

The terminal HMI 43 notifies the rider of the bicycle 4. For example, the terminal HMI 43 includes a touch panel and an audio output device. The touch panel displays various screens to the rider. The audio output device outputs audio guidance, warning sounds, etc. to the rider.

The terminal control device 44 is an electronic control unit (ECU) consisting of one or more computers configured to execute various processes. The terminal control device 44 includes an arithmetic processing device (a processor such as a CPU or MPU) and a storage device (memory such as a ROM or RAM).

The terminal communication device 45 is connected to the server device 18 via a wireless communication network. The terminal communication device 45 transmits to the server device 18 the state of the bicycle 4 detected by the terminal sensor 41 and the current position of the bicycle 4 identified by the terminal navigation device 42. The terminal communication device 45 receives traffic safety support information (details of which will be described later) from the server device 18.

<Pedestrian Terminal 15>
Each pedestrian terminal 15 is a portable terminal carried by the corresponding pedestrian 5, and moves together with the corresponding pedestrian 5. For example, each pedestrian terminal 15 is configured by a wearable device or a smartphone.

Each pedestrian terminal 15 has a terminal sensor 51, a terminal navigation device 52 (terminal NAVI), a terminal HMI 53, a terminal control device 54, and a terminal communication device 55. The terminal sensor 51 includes an acceleration sensor 51A that detects the acceleration of the pedestrian 5, and a gyro sensor 51B that detects the angular velocity of the pedestrian 5. The components of each pedestrian terminal 15 are similar to the components of each bicycle terminal 14, so a description will be omitted.

<Infrastructure Camera 16>
Each infrastructure camera 16 is installed in a target traffic area A. Each infrastructure camera 16 captures images of a plurality of traffic participants and a plurality of infrastructure facilities within the target traffic area A. Each infrastructure camera 16 is connected to a server device 18 via a wireless communication network. Each infrastructure camera 16 transmits the captured images of the traffic participants and infrastructure facilities to the server device 18.

<Signal control device 17>
The signal control device 17 controls each traffic light 9 installed in the target traffic area A. The signal control device 17 acquires information about each traffic light 9 installed in the target traffic area A. The signal control device 17 is connected to a server device 18 via a wireless communication network. The signal control device 17 transmits the acquired information about each traffic light 9 to the server device 18.

<Server device 18>
The server device 18 is an electronic control unit (ECU) consisting of one or more computers configured to execute various processes. The server device 18 includes an arithmetic processing device (a processor such as a CPU or an MPU) and a storage device (a memory such as a ROM or a RAM). The server device 18 is configured by a virtual server built on the cloud. In another embodiment, the server device 18 may be configured by a physical server installed in a company that operates the traffic safety support system 1.

The server device 18 has a database unit 61, a behavior prediction unit 62, a risk assessment unit 63, a support information generation unit 64, and a support information transmission unit 65.

The database unit 61 stores map information (hereinafter referred to as "area map information") of the target traffic area A. The area map information includes information about each roadway 6 in the target traffic area A (e.g., information about the width and number of lanes of each roadway 6), information about each sidewalk 7 in the target traffic area A (e.g., information about the width of each sidewalk 7), information about each crosswalk 8 in the target traffic area A (e.g., information about the position of each crosswalk 8), etc.

The behavior prediction unit 62 recognizes the state of the target traffic area A (including the state of traffic participants present in the target traffic area A) based on information transmitted from the on-board communication device 26 of each automobile device group 12, the on-board communication device 36 of each two-wheeled vehicle device group 13, the terminal communication device 45 of each bicycle terminal 14, the terminal communication device 55 of each pedestrian terminal 15, each infrastructure camera 16, and the signal control device 17, and the area map information stored in the database unit 61. The behavior prediction unit 62 predicts the future behavior (e.g., future trajectories) of multiple traffic participants based on the state of the target traffic area A. More specifically, the behavior prediction unit 62 predicts the future behavior of multiple traffic participants by constructing a virtual space corresponding to the target traffic area A based on the state of the target traffic area A and performing a simulation in this virtual space.

The risk determination unit 63 determines whether or not a risk (e.g., the possibility of contact) will occur between multiple traffic participants based on the future behaviors of the multiple traffic participants predicted by the behavior prediction unit 62. For example, when the future trajectory of one traffic participant overlaps with the future trajectory of another traffic participant, the risk determination unit 63 determines that a risk will occur between these traffic participants.

The support information generation unit 64 generates traffic safety support information (hereinafter abbreviated as "support information") based on the judgment result of the risk judgment unit 63. The support information is information for notifying traffic participants who may be parties to risk (hereinafter referred to as "risk parties") of the existence of a risk. The support information includes information about the risk parties (e.g., information about the location of the risk parties) and information about the content of the risk (e.g., information about the location where the risk occurs).

The support information transmission unit 65 transmits the support information generated by the support information generation unit 64 to the risk parties. For example, if one vehicle 2 in the target traffic area A is included in the risk parties, the support information transmission unit 65 transmits the support information to the on-board communication device 26 provided in the one vehicle 2. In response, the on-board HMI 24 provided in the one vehicle 2 notifies the driver of the one vehicle 2 of the support information.

<Function of Traffic Safety Support System 1>
As described above, each of the automobile device groups 12 (particularly, the on-board sensor 22 and the on-board navigation device 23), each of the two-wheeled vehicle device groups 13 (particularly, the on-board sensor 32 and the on-board navigation device 33), each of the bicycle terminals 14 (particularly, the terminal sensor 41 and the terminal navigation device 42), and each of the pedestrian terminals 15 (particularly, the terminal sensor 51 and the terminal navigation device 52) acquires information about multiple traffic participants present in the target traffic area A. The server device 18 predicts the future behavior of the multiple traffic participants based on the information about the multiple traffic participants acquired by these devices. Each of the automobile device groups 12 (particularly, the on-board HMI 24), each of the two-wheeled vehicle device groups 13 (particularly, the on-board HMI 34), each of the bicycle terminals 14 (particularly, the terminal HMI 43), and each of the pedestrian terminals 15 (particularly, the terminal HMI 53) notifies the multiple traffic participants based on the prediction results of the server device 18. In this way, the traffic safety support system 1 supports safe traffic for multiple traffic participants.

When the traffic participant is a vehicle (e.g., an automobile 2, a motorcycle 3, or a bicycle 4), notification to the traffic participant refers to notification to the passenger of the traffic participant (e.g., the driver). In contrast, when the traffic participant is a human (e.g., a pedestrian 5), notification to the traffic participant refers to notification to the traffic participant himself/herself.

<Transportation participants>
3, a vehicle 71 (an example of a first traffic participant) is included in the plurality of vehicles 2 present in the target traffic area A. The vehicle 71 is traveling on a roadway 6.

The multiple bicycles 4 present in the target traffic area A include a bicycle 72 (an example of a second traffic participant). The bicycle 72 is traveling on the sidewalk 7. The driver D of the bicycle 72 is carrying a bicycle terminal 14 (an example of a mobile terminal). In other words, the bicycle terminal 14 moves together with the bicycle 72.

The multiple pedestrians 5 present in the target traffic area A include a pedestrian 73 (an example of a third traffic participant). The pedestrian 73 is walking on the sidewalk 7. In other words, the pedestrian 73 is present in the same road area as the bicycle 72. The pedestrian 73 is carrying a pedestrian terminal 15 (an example of a mobile terminal). In other words, the pedestrian terminal 15 moves together with the pedestrian 73.

<Risk notification control>
Next, risk notification control executed by bicycle terminal 14 will be described with reference to Fig. 4. Risk notification control is control for notifying rider D of bicycle 72 of a risk between automobile 71 and bicycle 72.

When risk notification control is initiated, the bicycle terminal 14 receives the future trajectory X of the automobile 71 at a predetermined time T (hereinafter simply referred to as the "future trajectory X of the automobile 71") from the server device 18 (step ST1). The method by which the server device 18 estimates the future trajectory X of the automobile 71 will be described later.

Next, the bicycle terminal 14 identifies the current position P of the bicycle 72 (step ST2). For example, the bicycle terminal 14 identifies the current position P of the bicycle 72 based on the acceleration of the bicycle 72 detected by the acceleration sensor 41A and the angular velocity of the bicycle 72 detected by the gyro sensor 41B. The bicycle terminal 14 may also identify the current position P of the bicycle 72 based on a GNSS signal received by the terminal navigation device 42 from an artificial satellite.

Next, the bicycle terminal 14 calculates the velocity vector V of the bicycle 72 based on the acceleration of the bicycle 72 detected by the acceleration sensor 41A and the angular velocity of the bicycle 72 detected by the gyro sensor 41B (step ST3). The velocity vector V of the bicycle 72 is a vector quantity that has a magnitude and a direction. The magnitude of the velocity vector V of the bicycle 72 indicates the distance traveled by the bicycle 72 per unit time (e.g., one second). The direction of the velocity vector V of the bicycle 72 indicates the direction in which the bicycle 72 is traveling.

Next, the bicycle terminal 14 determines whether or not a risk (e.g., the possibility of contact) occurs between the automobile 71 and the bicycle 72 based on the future trajectory X of the automobile 71 received in step ST1, the current position P of the bicycle 72 identified in step ST2, and the speed vector V of the bicycle 72 calculated in step ST3 (step ST4). Hereinafter, this determination in step ST4 is referred to as "risk determination." Details of the risk determination will be described later.

If it is determined that a risk exists between the automobile 71 and the bicycle 72 (step ST4: Yes), the bicycle terminal 14 notifies the driver D of the bicycle 72 of the risk between the automobile 71 and the bicycle 72 (hereinafter referred to as "risk notification") (step ST5). Details of the risk notification will be described later.

If it is determined that no risk exists between the automobile 71 and the bicycle 72 (step ST4: No), the bicycle terminal 14 determines whether a predetermined time T has elapsed since the start of the risk notification control (the execution of step ST1) (step ST6).

If it is determined that a predetermined time T has elapsed since the start of the risk notification control (step ST6: Yes), the bicycle terminal 14 temporarily terminates the risk notification control and executes the risk notification control again from step ST1.

If it is determined that the predetermined time T has not elapsed since the start of risk notification control (step ST6: No), the bicycle terminal 14 returns to step ST2 and executes the processing of steps ST2 to ST4 again. Note that when the processing of steps ST2 to ST4 is repeated in this manner, the period (e.g., 1 second) in which the processing of steps ST2 to ST4 is executed is sufficiently shorter than the predetermined time T (e.g., 10 seconds). In other words, the period in which the bicycle terminal 14 executes risk judgment is sufficiently shorter than the period in which the bicycle terminal 14 acquires the future trajectory X of the automobile 71 from the server device 18.

<Risk assessment>
Next, the above-mentioned risk judgment (step ST4) will be described with reference to FIG.

The bicycle terminal 14 creates a map of the area surrounding the bicycle 72 (hereinafter referred to as the "local map M") based on map information stored in the terminal navigation device 42, GNSS signals received by the terminal navigation device 42 from artificial satellites, etc. The local map M includes information on multiple road areas (e.g., roadway 6 and sidewalk 7) that exist in the area surrounding the bicycle 72, and information on multiple traffic participants (e.g., automobiles 71, bicycles 72, and pedestrians 73) that exist in the area surrounding the bicycle 72.

The bicycle terminal 14 generates a speed vector V of the bicycle 72 starting from the current position P of the bicycle 72 on the local map M. Furthermore, the bicycle terminal 14 determines whether the speed vector V of the bicycle 72 starting from the current position P of the bicycle 72 overlaps with the future trajectory X of the automobile 71.

Figure 5 (A) shows a state in which bicycle 72 is moving straight along sidewalk 7. In this state, the speed vector V of bicycle 72, which starts from current position P of bicycle 72, does not overlap with future trajectory X of automobile 71. In this case, bicycle terminal 14 determines that no risk occurs between automobile 71 and bicycle 72.

Figure 5 (B) shows a state in which bicycle 72, which has been traveling straight along sidewalk 7, suddenly changes direction and is about to jump out onto roadway 6. As bicycle 72 suddenly changes direction, the speed vector V of bicycle 72, which starts from current position P of bicycle 72, overlaps with future trajectory X of automobile 71. In this case, bicycle terminal 14 determines that a risk has occurred between automobile 71 and bicycle 72.

<Risk Notification>
Next, the above-mentioned risk notification (step ST5) will be described with reference to FIG.

When a risk notification is executed, the terminal HMI 43 of the bicycle terminal 14 displays a risk notification screen 80. When a risk notification is executed, the terminal HMI 43 of the bicycle terminal 14 may generate vibrations or output a warning sound in addition to displaying the risk notification screen 80. FIG. 6 (A) shows a first example of the risk notification screen 80, and FIG. 6 (B) shows a second example of the risk notification screen 80.

Referring to FIG. 6(A), in the first example, the risk notification screen 80 includes a first icon image 81, a second icon image 82, a third icon image 83, and a direction image 84. The first icon image 81, the second icon image 82, and the third icon image 83 respectively indicate the positions of the automobile 71, the bicycle 72, and the pedestrian 73 at the time the risk notification is executed. The direction image 84 indicates the direction of the speed vector V of the bicycle 72 at the time the risk notification is executed. It is preferable that the direction image 84 is displayed in a color that stands out more than other images included in the risk notification screen 80 (e.g., the first to third icon images 81 to 83).

Referring to FIG. 6(B), in a second example of a risk notification screen 80, the risk notification screen 80 includes a first icon image 81, a second icon image 82, a third icon image 83, and a risk location image 85. The first icon image 81, the second icon image 82, and the third icon image 83 respectively indicate the positions of a car 71, a bicycle 72, and a pedestrian 73 at the time a risk occurs. The risk location image 85 indicates the location where a risk occurs. It is preferable that the risk location image 85 is displayed in a color different from the other images (e.g., the first to third icon images 81 to 83) included in the risk notification screen 80.

<Estimation of future trajectory X of car 71>
Next, a method in which the server device 18 estimates the future trajectory X of the automobile 71 will be described with reference to FIG.

Taking into consideration the possibility that the roadway 6 may be slightly curved, the server device 18 estimates the future trajectory X of the automobile 71 so that the width of the future trajectory X of the automobile 71 is wider than the width of the automobile 71 in the actual space. In other words, the future trajectory X of the automobile 71 estimated by the server device 18 indicates the general outline of the future trajectory (not shown) of the automobile 71 in the actual space.

As described above, the database unit 61 of the server device 18 stores area map information. The area map information includes information on a plurality of nodes N indicating a plurality of characteristic points (e.g., intersections, corners, etc.) within the target traffic area A, and information on a plurality of links L connecting the plurality of nodes N.

Referring to FIG. 7(A), when the server device 18 estimates the future trajectory X of the automobile 71 that has deviated from multiple links L, the future trajectory X of the automobile 71 estimated by the server device 18 may deviate from the roadway 6 in the actual space. When such a deviation occurs, the speed vector V of the bicycle 72 may overlap with the future trajectory X of the automobile 71 in a situation where no risk can occur in the actual space, and a risk notification may be issued.

In contrast, referring to FIG. 7(B), when the server device 18 estimates the future trajectory X of the automobile 71 along multiple links L, the future trajectory X of the automobile 71 estimated by the server device 18 matches the roadway 6 in the actual space. Therefore, risk notifications can be suppressed in situations where a risk cannot occur in the actual space, and the reliability of the risk notifications can be increased.

＜Effects＞
As described above, the bicycle terminal 14 receives in advance from the server device 18 the future trajectory X of the automobile 71, which is unlikely to undergo sudden changes, and calculates the speed vector V of the bicycle 72, which is likely to undergo sudden changes. This makes it possible to accurately and quickly determine whether or not a risk occurs between the automobile 71 and the bicycle 72. This makes it possible to quickly notify the driver D of the bicycle 72 of the risk if the bicycle 72 suddenly changes direction (see FIG. 5(B)).

Also, as described above, the bicycle terminal 14 determines whether or not a risk occurs between the automobile 71 and the bicycle 72 on the local map M. Therefore, there is no need for the server device 18 to determine whether or not a risk occurs between the automobile 71 and the bicycle 72 and to transmit the determination result to the bicycle terminal 14 at a high frequency. This reduces the calculation load on the server device 18.

<Modification>
In the above embodiment, when the speed vector V of the bicycle 72 overlaps with the future trajectory X of the automobile 71, the bicycle terminal 14 determines that a risk exists between the automobile 71 and the bicycle 72. In other embodiments, the bicycle terminal 14 may determine that a risk exists between the automobile 71 and the bicycle 72 when the distance or time until contact between the automobile 71 and the bicycle 72 is equal to or less than a predetermined threshold.

In the above embodiment, the automobile 2 (the automobile 71) is an example of the first traffic participant. In other embodiments, a traffic participant other than the automobile 2 (e.g., a motorcycle 3, a bicycle 4, or a pedestrian 5) may be an example of the first traffic participant.

In the above embodiment, the bicycle 4 (bicycle 72) is an example of the second traffic participant. In other embodiments, the pedestrian 5 may be an example of the second traffic participant, or a traffic participant other than the bicycle 4 and the pedestrian 5 (e.g., the automobile 2 or the motorcycle 3) may be an example of the second traffic participant. When the automobile 2 is an example of the second traffic participant, the risk notification may include the generation of vibrations from the steering wheel of the automobile 2.

In the above embodiment, the automobile 2, the motorcycle 3, the bicycle 4, and the pedestrian 5 are examples of traffic participants. In other embodiments, moving objects other than the automobile 2, the motorcycle 3, the bicycle 4, and the pedestrian 5 (e.g., a Segway, a ship, an airplane, etc.) may be examples of traffic participants.

This concludes the explanation of the specific embodiment, but the present invention is not limited to the above embodiment or modified examples, and can be implemented in a wide variety of variations.

1: Traffic safety support system 2: Automobile (an example of a traffic participant)
3: Motorcycles (an example of a traffic participant)
4: Bicycle (an example of a traffic participant)
5: Pedestrians (an example of a traffic participant)
12: Automobile device group (examples of acquisition devices and notification devices)
13: Motorcycle device group (an example of an acquisition device and a notification device)
14: Bicycle terminal (an example of an acquisition device, a notification device, and a mobile terminal)
15: Pedestrian terminal (an example of an acquisition device and a notification device)
18: Server device 41: Terminal sensor 41A: Acceleration sensor 41B: Gyro sensor 71: Automobile (an example of a first traffic participant)
72: Bicycle (an example of a second traffic participant)
73: Pedestrian (an example of a third traffic participant)
81: First icon image (an example of an image showing the position of a first traffic participant)
82: Second icon image (an example of an image showing the position of a second traffic participant)
83: Third icon image (an example of an image showing the position of a third traffic participant)
84: Direction image (an example of an image showing the direction of the speed vector of the second traffic participant)
85: Risk location image (an example of an image showing a location where a risk occurs)
A: Target traffic area L: Link N: Node V: Speed vector X: Future trajectory

Claims (8)

An acquisition device for acquiring information on a plurality of traffic participants present in a target traffic area;
A server device that predicts future behaviors of the plurality of traffic participants based on information about the plurality of traffic participants acquired by the acquisition device;
A traffic safety support system including: a notification device that notifies the plurality of traffic participants based on a prediction result of the server device,
the plurality of traffic participants includes a first traffic participant and a second traffic participant;
The server device estimates a future trajectory of the first traffic participant;
the notification device includes a mobile terminal traveling with the second traffic participant;
The mobile terminal includes:
receiving a future trajectory of the first traffic participant from the server device;
Calculating a velocity vector of the second traffic participant based on a detection result of a terminal sensor built into the mobile terminal;
determining whether a risk occurs between the first traffic participant and the second traffic participant based on a future trajectory of the first traffic participant and a velocity vector of the second traffic participant;
When it is determined that the risk occurs, a risk notification is sent to the second traffic participant, which is a notification regarding the risk;
The server device includes:
storing map information including information on a plurality of nodes indicating a plurality of characteristic points within the target traffic area and information on a plurality of links connecting the plurality of nodes;
A traffic safety support system that estimates a future trajectory of the first traffic participant along the plurality of links . The terminal sensor includes an acceleration sensor that detects an acceleration of the second traffic participant, and a gyro sensor that detects an angular velocity of the second traffic participant;
The traffic safety support system according to claim 1 , wherein the mobile terminal calculates a velocity vector of the second traffic participant based on the acceleration detected by the acceleration sensor and the angular velocity detected by the gyro sensor. The traffic safety support system according to claim 1 or 2, wherein the mobile terminal determines that the risk occurs when the speed vector of the second traffic participant overlaps with the future trajectory of the first traffic participant. An acquisition device for acquiring information on a plurality of traffic participants present in a target traffic area;
A server device that predicts future behaviors of the plurality of traffic participants based on information about the plurality of traffic participants acquired by the acquisition device;
A traffic safety support system including: a notification device that notifies the plurality of traffic participants based on a prediction result of the server device,
the plurality of traffic participants includes a first traffic participant and a second traffic participant;
The server device estimates a future trajectory of the first traffic participant;
the notification device includes a mobile terminal traveling with the second traffic participant;
The mobile terminal includes:
receiving a future trajectory of the first traffic participant from the server device;
Calculating a velocity vector of the second traffic participant based on a detection result of a terminal sensor built into the mobile terminal;
determining whether a risk occurs between the first traffic participant and the second traffic participant based on a future trajectory of the first traffic participant and a velocity vector of the second traffic participant;
When it is determined that the risk occurs, a risk notification is sent to the second traffic participant, which is a notification regarding the risk;
A traffic safety support system, wherein the risk notification includes an image indicating a position of the first traffic participant and an image indicating a position of the second traffic participant. The traffic participants further include a third traffic participant that is present in the same road area as the second traffic participant;
The traffic safety support system according to claim 4 , wherein the risk notification further includes an image showing a location of the third traffic participant. The traffic safety support system according to claim 4 , wherein the risk notification further comprises an image indicating a direction of a speed vector of the second traffic participant. The traffic safety support system according to claim 4 , wherein the risk notification further includes an image showing a location where the risk occurs. the first traffic participant is a car;
the second traffic participant is a pedestrian or a bicycle;
The mobile terminal includes:
receiving a future trajectory of the vehicle from the server device;
Calculating a velocity vector of the pedestrian or the bicycle based on a detection result of a terminal sensor built into the mobile terminal;
Determine whether or not the risk occurs between the vehicle and the pedestrian or the bicycle based on a future trajectory of the vehicle and a velocity vector of the pedestrian or the bicycle;
3. The traffic safety support system according to claim 1, further comprising: a notification of the risk to the pedestrian or the bicycle driver when it is determined that the risk will occur.

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