Vehicle operation diagnosis device

Abstract

To provide a vehicle operation diagnosis device capable of further quickly evaluating a driver's condition.SOLUTION: A vehicle operation diagnosis device 12 comprises a processor 14 and a memory 16. It is so constituted that the processor 14 detects an operation scene of a vehicle 30, which is preliminarily specified, based on data detected by the vehicle 30; acquires at least one of the number of times of re-tried vehicle operation in the operation scene, and necessary time required for the vehicle operation in the operation scene, as an evaluation index; and notifies a previously registered user of the evaluation index or an evaluation result of operation capability of a driver based on the evaluation index.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present specification discloses a vehicle operation diagnosis device for diagnosing a vehicle operation by a driver. [Background technology]

[0002] When operating a vehicle, the driver needs to detect information from the surroundings, process the information in a short time in his / her brain, determine the necessary operation, and execute the operation. Therefore, by analyzing the content of the driver's vehicle operation, the driver's state, particularly the driver's cognitive ability, judgment ability, and reflex ability, can be understood.

[0003] Therefore, there have been known techniques for evaluating the vehicle operation by the driver. For example, Patent Document 1 discloses a technique for collecting the deceleration behavior of the vehicle from when the driver starts braking until the vehicle stops, and judging whether the driver's driving ability has deteriorated based on the deceleration behavior. In Patent Document 1, the content of the vehicle driving assistance is changed according to the judgment result. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2012-254694 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, in Patent Document 1, attention is paid only to a single operation, namely, the brake operation. In other words, in Patent Document 1, the difference in the surrounding environment of the vehicle is not taken into consideration at all. On the other hand, the content of the brake operation varies greatly depending on the difference in the surrounding environment of the vehicle. For example, in Patent Document 1, the braking distance of the vehicle is used as one of the evaluation indexes, but the braking distance becomes shorter if an obstacle suddenly appears in front of the vehicle, and becomes longer if the road surface is wet. In this way, the deceleration behavior changes greatly depending on the surrounding environment of the vehicle. Therefore, in order to detect the change in the driver's driving ability only from the deceleration behavior, the only way is to collect data for a long period of time and observe the long-term changes. In other words, it was difficult to quickly evaluate the driver's condition with conventional technology.

[0006] Therefore, this specification discloses a vehicle operation diagnosis device that can more quickly evaluate the driver's condition. [Means for solving the problem]

[0007] The vehicle operation diagnosis device disclosed in this specification is characterized in that it comprises a processor and a memory, and the processor is configured to detect a predefined vehicle operation scene based on data detected by the vehicle, obtain at least one of the number of retries of vehicle operation in the operation scene and the time required to operate the vehicle in the operation scene as an evaluation index, and notify a pre-registered user of the evaluation index or an evaluation result of the driver's operating ability based on the evaluation index. Effect of the Invention

[0008] According to the technology disclosed in this specification, at least one of the number of retries for an operation in a specified operation scene and the time required for the operation is obtained as an evaluation index, so that the driver's condition can be evaluated more quickly. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a diagram showing a configuration of a vehicle operation diagnosis system. [Diagram 2] FIG. 1 is a diagram showing a configuration of a vehicle. [Diagram 3] FIG. 2 is a schematic diagram showing an example of a vehicle operation scene. [Figure 4] FIG. 13 is a diagram showing an example of a graph of evaluation scores. [Diagram 5] FIG. 13 is a diagram showing another example of a graph of evaluation scores. [Figure 6] FIG. 2 is a diagram showing a process flow in the vehicle operation diagnosis system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] The configuration of the vehicle operation diagnosis device 12 will be described below with reference to the drawings. Fig. 1 is a diagram showing the configuration of a vehicle operation diagnosis system 10 in which the vehicle operation diagnosis device 12 is incorporated.

[0011] The vehicle operation diagnosis system 10 is a system that diagnoses changes in a driver's ability and the suitability of vehicle driving based on the driver's operation of a vehicle 30. As shown in FIG. 1, the vehicle operation diagnosis system 10 includes a vehicle operation diagnosis device 12, a vehicle 30, a driver terminal 20, a supporter terminal 22, and an external SNS server 26.

[0012] Physically, the vehicle operation diagnosis device 12 is a computer having a processor 14 and a memory 16. Although the vehicle operation diagnosis device 12 is illustrated as a single computer in Fig. 1, the vehicle operation diagnosis device 12 may be configured by combining a plurality of computers that are installed physically apart. In addition, a part of the functions of the vehicle operation diagnosis device 12, which will be described in detail later, may be performed by at least one of a driver terminal 20, a supporter terminal 22, and a computer installed in the vehicle 30, which will be described later.

[0013] The vehicle operation diagnosis device 12 processes data transmitted from the vehicle 30 via the network N to generate data related to the driver's ability. In addition, the vehicle operation diagnosis device 12 transmits messages according to the generated data to the driver terminal 20 and the supporter terminal 22. The processing contents of this vehicle operation diagnosis device 12 will be described in detail later.

[0014] The driver terminal 20 is an information terminal used by the driver, such as a personal computer or a smartphone. The supporter terminal 22 is an information terminal 24 used by the supporter, such as a personal computer or a smartphone. Here, the "supporter" is a person who supports the driver as necessary and receives the driver's consultation. For example, the supporter is the driver's family, lover, friend, etc. For example, if the driver is an elderly person, the supporter may be the driver's child who is concerned about the elderly driver. Also, if the driver is a young person who has just obtained a driver's license, the supporter may be the driver's parent. Furthermore, if the driver is a professional driver (for example, a taxi driver or a truck driver), the supporter may be the driver's employer. The supporter and the driver correspond to the "user" who uses the vehicle operation diagnosis device 12. The vehicle operation diagnosis device 12 transmits a predetermined message to the driver terminal 20 and the supporter terminal 22 via the external SNS server 26. "Message" is a message regarding the driver's capabilities, which will be explained in more detail later.

[0015] The vehicle 30 is a vehicle managed by a driver. The vehicle is equipped with an on-board device 32. The on-board device 32 collects the operation details of the driver and transmits the collected results to the vehicle operation diagnosis device 12 via the network N. The vehicle operation diagnosis device 12 calculates an evaluation index representing the driver's ability based on the received operation details.

[0016] FIG. 2 is a block diagram showing a detailed configuration of the vehicle 30. As shown in FIG. 2, the vehicle-mounted device 32 of the vehicle 30 is a computer having a processor 34, a memory 36, a communication I / F 38, and an in-vehicle communication I / F 40. The processor 34 formats data collected by each ECU 46 according to a program recorded in the memory 36, and generates vehicle data. The communication I / F 38 is a wireless communication module for communicating with the vehicle operation diagnosis device 12. For the wireless communication module, a communication standard such as 5G, LTE, or Wi-Fi (registered trademark) is used. The communication I / F 38 transmits the vehicle data generated by the processor 14 to the vehicle operation diagnosis device 12.

[0017] The in-vehicle communication I / F 40 is an interface for connecting to each ECU 46. The in-vehicle communication I / F 40 employs a communication standard based on, for example, the CAN protocol.

[0018] The vehicle 30 is further equipped with a plurality of actuators 48 for operating the vehicle 30 in response to an instruction from the driver, and a plurality of sensors 44 for detecting the state of the vehicle 30. The plurality of actuators 48 may include, for example, a brake actuator 48a, a throttle actuator 48b, and a steering actuator 48c. The plurality of sensors 44 may include, for example, a vehicle speed sensor 44a, a yaw rate sensor 44b, an external sensor 44c, a steering angle sensor 44d, and engine-related sensors 44f. The external sensor 44c is a group of sensors used to detect the surrounding environment of the vehicle 30. The external sensor 44c may include, for example, a camera that captures an image of the surroundings of the vehicle 30, a millimeter wave radar that transmits a search wave and receives a reflected wave, a LiDAR that scans the surroundings of the vehicle 30, and a GPS that detects the position of the vehicle 30. The sensors 44f may include an oil temperature sensor for measuring the temperature of the engine oil, an oil pressure sensor for measuring the oil pressure of the engine oil, and a rotation sensor for detecting the engine speed.

[0019] The vehicle 30 is further equipped with a plurality of ECUs 46. The plurality of ECUs 46 may include, for example, an ADAS-ECU 46a, a steering ECU 46b, a brake ECU 46c, and an engine ECU. Each ECU 46 is connected to an associated actuator 48 or a sensor 44, or both. The ECU 46 controls the operation of the connected actuator 48 and transmits data detected by the sensor 44 to the vehicle-mounted device 32 based on an instruction from the processor 34.

[0020] The vehicle 30 is further equipped with a UI device 42. The UI device 42 is a device that receives operations from the driver and presents information to the driver. The UI device 42 has, for example, an input device and an output device. The input device may include, for example, at least one of a switch, a touch panel, and a microphone. The output device may include, for example, at least one of a display and a speaker.

[0021] The configuration of the vehicle 30 described here is an example, and may be changed as appropriate. For example, the vehicle 30 may be an electric vehicle having a motor as one of the power sources. In this case, the vehicle 30 may further have a motor ECU that controls the operation of the motor, a sensor that detects the operating state of the motor, a battery ECU that controls the operation of the battery, a sensor that detects the charge / discharge state of the battery, and the like. In addition, the vehicle 30 may have an advanced driving assistance function or an automatic driving function in which the vehicle 30 automatically executes part or all of the acceleration / deceleration control and the steering control.

[0022] Next, the processing contents of the vehicle operation diagnosis device 12 will be described. The vehicle operation diagnosis device 12 detects a predefined operation scene of the vehicle 30 based on data detected by the vehicle 30. Here, the "operation scene" means that in a specific situation, two or more vehicle operations are performed consecutively or in parallel to achieve a short-term goal in the situation. For example, performing two or more operations for passing an intersection, changing lanes, merging into lanes, entering a road from outside the road, passing a stop line, parking in a parking lot, getting on the vehicle 30, getting off the vehicle 30, charging the vehicle 30 with energy, switching from automatic driving to manual driving, etc. corresponds to an "operation scene".

[0023] When vehicle operation diagnosis device 12 detects an operation scene, it acquires at least one of the number of retries to operate vehicle 30 and the time required to operate vehicle 30 in the operation scene as an evaluation index. Then, vehicle operation diagnosis device 12 notifies driver terminal 20 or supporter terminal 22, or both, of the acquired evaluation index or the evaluation result of the driver's operating ability based on the evaluation index under pre-registered conditions.

[0024] The detection of such operation scenes and the acquisition of evaluation indexes will be described with some concrete examples. As described above, the vehicle operation diagnosis device 12 detects an operation scene based on data transmitted from the vehicle 30. For example, the operation scene will be described as "passing an intersection". The vehicle operation diagnosis device 12 determines whether the vehicle 30 is passing through an intersection by analyzing, for example, position information detected by GPS and road conditions ahead of the vehicle detected by a camera or LiDAR.

[0025] When the vehicle 30 is passing through an intersection, the vehicle operation diagnosis device 12 acquires the number of vehicle operation retries for passing through the intersection as an evaluation index. Here, the number of vehicle operation retries for passing through an intersection refers to the number of times the vehicle 30 stops and reverses in areas of the intersection where it is not necessary to stop. Areas where it is not necessary to stop are areas that obstruct the passage of other vehicles or pedestrians. The areas where it is not necessary to stop differ depending on whether the way of passing through the intersection is going straight, turning right, or turning left.

[0026] This will be described with reference to Fig. 3. Fig. 3 is a schematic diagram showing an example of an operation scene of the vehicle 30. Note that Fig. 3 illustrates a case where the vehicle 30 is regulated to travel on the left side.

[0027] For example, as shown in Fig. 3, consider a case where a vehicle 30a passes through an intersection where a first road 100f and a second road 100s intersect in a straight line. In this case, the vehicle 30a should pass through the intersection in one go without stopping within the intersection. However, if the driver does not properly judge the surrounding situation, the vehicle 30a may stop within the intersection.

[0028] For example, when the road is congested, the vehicle 30a may follow another vehicle 31a ahead of it and enter an intersection. In this case, the vehicle 30a may be forced to stop temporarily because it cannot move forward in the intersection due to the congestion. Furthermore, if the vehicle 30a remains in a stopped state and the straight-traveling traffic light 110s of the second road 100s changes from red to green, the vehicle 30a will significantly obstruct the passage of another vehicle 31b and pedestrians who are going straight on the second road 100s. Therefore, when the vehicle 30a goes straight, an area that will obstruct the passage of the vehicle 31b and pedestrians going straight on the intersecting road when the traffic light changes is the "area where the vehicle should not stop". Usually, there is a stop line for vehicles at the entrance to the intersection. When the vehicle 30a goes straight, the area inside the intersection from the stop line (for example, area A1 in FIG. 3) is the "area where the vehicle should not stop".

[0029] On the other hand, consider the case where the vehicle 30b turns right, that is, crosses the opposite lane to turn at an intersection. In this case, the vehicle 30b often waits temporarily in the intersection before turning right to avoid a collision with the oncoming vehicle 31c going straight in the opposite lane. Therefore, when turning right, it is not a problem even if the vehicle 30b stops temporarily in the intersection. On the other hand, it is a problem if the vehicle 30b stops at a position that obstructs the oncoming vehicle 31c going straight for some reason. For example, if the vehicle 31b starts to turn right following the preceding vehicle, but stops temporarily in the opposite lane or at the crosswalk 120a due to congestion, it becomes a big problem. Therefore, when the vehicle 30b turns across the oncoming lane, an area that obstructs the passage of the vehicle 31c going straight in the oncoming lane and pedestrians (for example, area A2 in FIG. 3) becomes the "area where it should not stop".

[0030] Also, consider the case where the vehicle 30 turns left, that is, turns at an intersection without crossing the opposite lane. In this case, if the vehicle 30 stops in the crosswalk 120b parallel to the first lane 100f during the process of turning left, it will obstruct the passage of pedestrians crossing the crosswalk 120b. Therefore, when the vehicle 30 turns at an intersection without crossing the opposite lane, the inside of the crosswalk 120b parallel to the road on which the vehicle 30 is traveling (i.e., area A3 in FIG. 3) becomes the "area where the vehicle should not stop."

[0031] In this way, the areas where the vehicle 30 should not stop change depending on the traveling direction of the vehicle 30. The vehicle operation diagnosis device 12 detects the number of times the vehicle stops or reverses in these areas where the vehicle 30 should not stop as the number of retries.

[0032] Here, in order to avoid such retries, it is not enough for the driver to simply check the traffic lights; the driver must also observe the states of other vehicles and pedestrians, predict the short-term future state, and make complex decisions based on the prediction results. In other words, the number of retries when the vehicle 30 passes through an intersection can be said to largely reflect the driver's judgment and cognitive abilities. By acquiring the number of retries as an evaluation index, the driver's ability can be more appropriately evaluated.

[0033] In addition, the number of retries in passing through an intersection is not easily affected by surrounding traffic conditions. That is, it has been proposed to extract a single operation content such as steering operation, braking operation, and accelerator operation as an index for evaluating the driver's operating ability. For example, it has been proposed to extract the frequency of sudden braking as an evaluation index for driving ability. However, the presence or absence of sudden braking is often necessary regardless of the driver's driving ability. Therefore, even if the number of sudden braking increases, it is not possible to immediately determine that the driver's driving ability has changed. Of course, by observing the frequency of sudden braking over a long period of time, it is possible to infer to some extent the change in the tendency to use sudden braking, and thus the change in the driver's driving ability. However, in order to make such an inference, long-term observation is required, and therefore it is not possible to quickly grasp the change in the driver's ability.

[0034] On the other hand, the above-mentioned intersection retries (i.e., stopping or backing up in an area where stopping is not required) are parameters that can be reduced to zero regardless of the surrounding traffic conditions if the driver demonstrates appropriate operating ability. Therefore, if the number of intersection retries is adopted as an evaluation index, changes in the driver's operating ability can be quickly grasped. As a result, by obtaining the number of intersection retries as an evaluation index, countermeasures can be quickly considered if there is a change in the driver's operating ability, and the occurrence of serious problems can be prevented.

[0035] Next, other operation scenes and evaluation indices will be briefly described. The operation scenes may include at least one of lane change, lane merging, entering the road from outside the road, passing a stop line, and parking, as described above. The vehicle operation diagnosis device 12 determines the presence or absence of these operation scenes by analyzing, for example, position information detected by a GPS, road conditions ahead of the vehicle detected by a camera, and steering angle detected by the steering angle sensor 44d.

[0036] The vehicle operation diagnosis device 12 acquires the number of vehicle operation retries in these operation scenes as an evaluation index. Here, a retry in lane change includes, for example, steering the vehicle toward the lane to which the lane is to be changed, and then turning the steering wheel back to the lane from which the lane was changed. Furthermore, lane merging refers to a case where the vehicle enters a main lane of a highway from an acceleration lane. A retry in lane merging includes steering the vehicle toward the main lane of the highway from the acceleration lane, and then turning the steering wheel back to the acceleration lane.

[0037] In addition, entering a road from outside the road includes, for example, entering the road from an area outside the road (for example, a parking lot facing the road, etc.) and then starting to travel along the road. In this case, a retry means, for example, stopping temporarily and backing up at a position that obstructs the passage of vehicles traveling on the road in the process of entering the road from outside the road.

[0038] A stop line is a road sign that indicates that the vehicle 30 must stop. In many cases, a stop line is set at the entrance to an intersection (including a T-junction) without traffic lights. A retry when passing such a stop line means that the vehicle 30 stops and backs up after crossing the stop line.

[0039] Furthermore, when parking, the driver changes the position and direction of the vehicle to move the vehicle 30 into the parking lot. A retry in parking refers to the number of times the vehicle 30 turns from when the vehicle 30 arrives at a position adjacent to the parking lot until it is completely parked. The number of times the vehicle 30 turns varies greatly depending on the parking style (parallel parking, vertical parking, etc.), the size of the parking lot, and the size of the space in front of the parking lot. In order to suppress the variation in the number of retries (number of turns) due to differences in such parking lots, when the number of parking retries is obtained as an evaluation index, the target parking lots may be limited to parking lots that are specified in advance. For example, at least one of the parking lot at home, the parking lot at work, and the parking lot of a commercial facility that is frequently visited may be set as the target parking lot. The target parking lot may be automatically determined by the vehicle operation diagnosis device 12 based on the driving history of the vehicle 30, or may be specified by the user (driver or supporter). The number of turns during parking cannot be zero. Therefore, in the case of a parking scene, the relative magnitude of the actual number of turns to the expected standard number of turns may be obtained as an evaluation index.

[0040] As another embodiment, instead of or in addition to the number of retries in a specific operation scene, the time required for a vehicle operation in a specific operation scene may be acquired as an evaluation index. Note that the time required for a vehicle operation varies greatly depending on the location where the operation is performed. Therefore, when the time required is acquired as an evaluation index, it may be limited to a specified operation scene in a predefined location. The specified location may be specified by the user or may be automatically determined by the vehicle operation diagnosis device 12.

[0041] For example, the operation scene for obtaining the required time as the evaluation index may include at least one of parking at a designated location, getting in and out at a designated location, charging the vehicle 30 with energy at a designated location, and switching from automatic driving to manual driving. In the case of parking, the evaluation index is the time from when the vehicle 30 arrives at a position adjacent to the target parking lot to when the vehicle 30 is completely parked in the target parking lot. In addition, in the case of getting in or out of the vehicle 30, the evaluation index is the time from when the driver's side door is opened to when it is closed at a designated location.

[0042] Also, the time required for the energy charging operation to the vehicle 30 may be acquired as an evaluation index. For example, the work time for opening the lid of the energy charging port of the vehicle 30 and connecting the hose or cord for energy charging to the energy charging port in order to charge the energy may be acquired as an evaluation index. For example, if the vehicle 30 is an electric vehicle, the time from opening the lid of the charging port to inserting a charging connector into the charging port at a home parking lot or a specified charging station may be acquired as an evaluation index. Also, if the vehicle 30 is an engine vehicle, the time from opening the lid of the fuel filler port to inserting a fuel filler hose into the fuel filler port at a specified gas station may be acquired as an evaluation index. Also, the work time after energy charging is completed may be acquired as an evaluation index. For example, the time from removing the hose or connector for charging from the filling port to closing the lid of the filling port may be acquired as an evaluation index.

[0043] Furthermore, when the vehicle 30 is an autonomous vehicle, most of the driving operations of the vehicle 30 are performed by the vehicle system. However, autonomous driving may be cancelled at the discretion of the vehicle system due to changes in the surrounding environment. For example, when autonomous driving is permitted only on expressways, the vehicle system requests the driver to start manual driving when the vehicle 30 leaves the expressway. Furthermore, when some special situation occurs and it is difficult to continue autonomous driving, the vehicle system requests the driver to start manual driving. In response to such a request, the driver starts manual driving operations. The time from the occurrence of such a request to start manual driving to the time when the driver actually starts manual driving operations may be acquired as an evaluation index.

[0044] When the vehicle operation diagnosis device 12 acquires the evaluation index as described above, it notifies the user of the evaluation index or the evaluation result of the driver's operation ability based on the evaluation index. In this example, the vehicle operation diagnosis device 12 transmits a message related to the evaluation index as an SNS message to the driver terminal 20 and the supporter terminal 22 via the external SNS server 26.

[0045] For example, the vehicle operation diagnosis device 12 may periodically calculate an evaluation score of the driver's operating ability based on the obtained evaluation index, and notify the user of the evaluation score. In this case, the evaluation score may be lowered as the numerical value of the table index increases (i.e., the number of retries increases or the time required increases). The calculation period of the evaluation score may be freely set as appropriate, for example, once a day, once a week, or once a month.

[0046] Furthermore, such evaluation scores may be calculated separately for each operation scene. For example, an evaluation score corresponding to passing through an intersection and an evaluation score corresponding to parking may be calculated independently of each other. In this case, for example, the evaluation index obtained for each operation scene may be normalized. For normalization, for example, the evaluation score may be calculated based on a value obtained by dividing the total value of the evaluation index obtained within the calculation period of the evaluation score (for example, within one week) by the number of occurrences of the target operation scene.

[0047] Also, one evaluation score may be calculated for multiple types of operation scenes. For example, one evaluation score may be calculated based on the number of retries in passing through an intersection and the number of retries in parking. For example, the evaluation score may be calculated by weighting and adding the evaluation index normalized for each operation scene with a predetermined coefficient.

[0048] The vehicle operation diagnosis device 12 may also notify the user of the obtained evaluation score itself. As another embodiment, the vehicle operation diagnosis device 12 may generate a graph showing the change history of the obtained evaluation score and transmit the graph to the driver terminal 20 and the supporter terminal 22. FIG. 4 is a diagram showing an example of such a graph of the evaluation score Sd. In FIG. 4, "1w" indicates a period of one week. As is clear from FIG. 4, by notifying the change history of the evaluation score Sd, the user can more clearly grasp the change in the driver's operating ability. For example, in the example of FIG. 4, it can be seen that the evaluation score Sd, and therefore the driver's operating ability, begin to rapidly decrease around the timing t3. This allows the driver and the supporter to notice the change in the driver's physical condition at an early stage.

[0049] The vehicle operation diagnosis device 12 may also notify the user of the comparison result between the evaluation score Sd and other reference values. The reference value may be, for example, a general reference value set regardless of the driver's evaluation index. For example, the general reference value may be an average value of the evaluation scores of general drivers. The general reference value may also be an evaluation score that is estimated to be highly likely to cause an accident. In FIG. 4, the average value L1 of the evaluation scores of drivers of the same age as the driver and a risk score L2 that is highly likely to cause an accident are adopted as the reference values. In this way, by comparing the driver's evaluation score Sd with the general reference values ​​L1 and L2, the suitability of the driver's operating ability can be more clearly determined. Then, if the driver is not suitable for driving the vehicle, some measures can be taken immediately, and the occurrence of an accident can be effectively prevented.

[0050] The reference value to be compared with the driver's evaluation score Sd may be a self-reference value set based on the driver's evaluation index acquired in the past. FIG. 5 shows an example in which the average value L3 of the driver's evaluation score in the past year is adopted as the reference value. In this way, by adopting the driver's past evaluation score as the reference value, the change in the driver's operating ability can be more clearly determined. Here, if the driver's operating ability has significantly decreased compared to the past, there is a high possibility that some problem has occurred in the driver's physical condition. In this case, the driver can effectively prevent further deterioration of the physical condition by taking measures such as receiving a medical examination from a doctor. In other words, by adopting the driver's past evaluation score as the reference value, the change in the driver's physical condition can be discovered early, and the deterioration of the driver's physical condition can be effectively prevented.

[0051] The vehicle operation diagnosis device 12 may also compare the driver's evaluation score Sd with these reference values ​​L1, L2, and L3. The vehicle operation diagnosis device 12 may also transmit a message to the driver terminal 20 and the supporter terminal 22 to call attention when the evaluation score Sd crosses the reference values ​​L1, L2, and L3 in the process of decreasing. For example, in the case of the example of FIG. 4, the vehicle operation diagnosis device 12 may transmit a message to the driver terminal 20 and the supporter terminal 22 to call attention at the timings t1, t3, and t4, respectively. The vehicle operation diagnosis device 12 may also transmit a message to praise the improvement of the operation ability to the driver terminal 20 and the supporter terminal 22 when the evaluation score Sd crosses the reference values ​​L1, L2, and L3 in the process of increasing. In the case of the example of FIG. 4, the vehicle operation diagnosis device 12 may transmit a message to praise the recovery of the operation ability to the driver terminal 20 and the supporter terminal 22 at the timing t2.

[0052] Furthermore, as another embodiment, the vehicle operation diagnosis device 12 may transmit a message to the driver terminal 20 and the supporter terminal 22 to call attention when the difference between the driver's evaluation score Sd and the reference values ​​L1, L2, and L3 becomes equal to or greater than a specified allowable value. For example, in the example of FIG. 5, the vehicle operation diagnosis device 12 may transmit a message to the driver terminal 20 and the supporter terminal 22 to call attention at times t5, t6, and t7 when the difference between the evaluation score Sd and the past average value L3 exceeds a first allowable value Dd1, a second allowable value Dd2, and a third allowable value Dd3, respectively. Note that Dd1 <Dd2<Dd3である。

[0053] Next, the flow of processing in the vehicle operation diagnosis system 10 will be described with reference to FIG. 6. As shown in FIG. 6, the vehicle-mounted device 32 of the vehicle 30 periodically transmits data related to the operation of the vehicle 30 to the vehicle operation diagnosis device 12. The vehicle operation diagnosis device 12 analyzes the received vehicle data and detects a prescribed operation scene. If a prescribed operation scene is detected, the vehicle operation diagnosis device 12 acquires the number of retries or the time required for the operation scene as an evaluation index. The obtained evaluation index is stored and accumulated in the memory 16 together with the identification information of the corresponding operation scene. The vehicle operation diagnosis device 12 evaluates the driver's operation ability based on the accumulated evaluation index. For example, the vehicle operation diagnosis device 12 calculates an evaluation score representing the operation ability from the evaluation index. In addition, the vehicle operation diagnosis device 12 compares the evaluation score with a prescribed reference value.

[0054] The vehicle operation diagnosis device 12 also judges whether or not a message regarding the driver's operation ability needs to be notified. For example, the vehicle operation diagnosis device 12 notifies a message periodically. The vehicle operation diagnosis device 12 also judges that a message needs to be notified when a specific characteristic (for example, the evaluation score is lower than a reference value) appears in the evaluation score. If a message needs to be notified, the vehicle operation diagnosis device 12 requests the external SNS server 26 to notify the message. In response to this request, the external SNS server 26 notifies the driver terminal 20 and the supporter terminal 22 of the message. By checking this message, the driver and the supporter can quickly grasp the state of the driver's operation ability, and therefore the suitability of the driver's vehicle operation and changes in the driver's physical condition. As a result, the technology disclosed in this specification can effectively prevent accidents and deterioration of the driver's physical condition.

[0055] Note that the configurations described so far are all examples, and other configurations may be changed as appropriate as long as the features of claim 1 are included. For example, in the description so far, a message regarding the evaluation index is notified to both the driver and the supporter. However, the message regarding the evaluation index may be notified to only one of the driver and the supporter. Furthermore, the message regarding the evaluation index may be sent to the UI device 42 mounted on the vehicle 30, rather than to an information terminal owned by the user. Furthermore, the message may be notified to the user without using an SNS. [Explanation of symbols]

[0056] 10 vehicle operation diagnosis system, 12 vehicle operation diagnosis device, 14 processor, 16 memory, 20 driver terminal, 22 supporter terminal, 24 information terminal, 26 external SNS server, 30 vehicle, 32 onboard device, 34 processor, 36 memory, 38 communication I / F, 40 in-vehicle communication I / F, 42 UI device, 100f first road, 100s second road, N network, Sd evaluation score.

Claims

1. A vehicle operation diagnosis device, comprising: A processor and a memory, The processor, Detecting a predefined vehicle operation scene based on the data detected by the vehicle; At least one of a number of retries of the vehicle operation in the operation scene and a time required for the vehicle operation in the operation scene is obtained as an evaluation index; notifying a pre-registered user of the evaluation index or an evaluation result of the driver's operating ability based on the evaluation index; A vehicle operation diagnosis device comprising:

2. 2. A vehicle operation diagnosis device according to claim 1, The operation scene includes at least one of passing through an intersection, changing lanes, merging into lanes, entering a road from outside the road, passing through a stop line, and parking; The evaluation index includes a number of retries of the vehicle operation in the operation scene. A vehicle operation diagnosis device comprising:

3. 3. A vehicle operation diagnosis device according to claim 2, The processor is configured to acquire as the evaluation index at least one of the following: the number of times the vehicle stops or backs up in an area where stopping is not required when passing through the intersection or stop line; the number of times the vehicle steers toward the lane of the movement target after steering toward the lane of the movement source in order to change lanes or merge into lanes; and the number of times the vehicle turns around after arriving at a position adjacent to a parking lot until parking is completed.

4. 2. A vehicle operation diagnosis device according to claim 1, The operation scene includes at least one of parking in a predefined parking lot, getting in or out of the vehicle at a predefined location, charging the vehicle with energy at a predefined location, and switching from automatic driving to manual driving; The evaluation index includes a time required to operate a vehicle in the operation scene. A vehicle operation diagnosis device comprising:

5. A vehicle operation diagnosis device according to any one of claims 1 to 4, The processor, Evaluating a change in the driver's operating ability based on a comparison between the evaluation index and a self-reference value set based on the driver's evaluation index obtained in the past; Evaluating the suitability of the driver's driving ability based on a comparison between the evaluation index and a general reference value set regardless of the driver's evaluation index. A vehicle operation diagnosis device comprising:

Images