Vehicle driving support system, on-vehicle device, management device, and vehicle driving support method

Abstract

To prevent communication cost from being increased while reducing a burden on a driver.SOLUTION: A vehicle driving support system comprises an on-vehicle device installed in a first vehicle, and a management device. The on-vehicle device acquires bio-information of a driver of the first vehicle, and measurement information indicating a measurement result about driving of the first vehicle to transmit the bio-information and the measurement information that are acquired to the management device. The management device performs preparation processing for preparing risk information about a risk factor with respect to traveling of a second vehicle different from the first vehicle, based on the bio-information and the measurement information that are received from the on-vehicle device to transmit the prepared risk information to the second vehicle.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present disclosure relates to a vehicle driving support system, an in-vehicle device, a management device, and a vehicle driving support method.

Background Art

[0002] Conventionally, technologies have been developed to enable a driver of a vehicle to recognize the situation in front of the vehicle. For example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2003-331936) discloses the following technology. That is, a blind spot monitoring device for a vehicle includes an imaging device mounted on a first vehicle and configured to capture an image of the surroundings, a first wireless communication device mounted on the first vehicle and configured to wirelessly transmit an image (hereinafter referred to as a captured image) captured by the imaging device, a second wireless communication device mounted on a second vehicle and configured to receive the captured image transmitted from the first wireless communication device, and a display device mounted on the second vehicle and configured to display the captured image received by the second wireless communication device.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the technology described in Patent Document 1, in order for the driver to check the situation in front of the vehicle, such as the presence or absence of obstacles and broken-down vehicles, the driver needs to watch an image captured by a preceding vehicle that is ahead of the vehicle. Therefore, the burden on the driver is large. In addition, since the preceding vehicle needs to constantly transmit an image while driving, the communication cost increases. In performing driving support, a technology that can reduce the burden on the driver while suppressing an increase in communication cost is desired.

[0005] The present disclosure has been made to solve the above-described problems, and an object thereof is to provide a vehicle driving support system, an in-vehicle device, a management device, and a vehicle driving support method capable of suppressing an increase in communication cost while reducing the burden on a driver.

Means for Solving the Problems

[0006] The vehicle driving support system of the present disclosure includes an in-vehicle device mounted on a first vehicle and a management device. The in-vehicle device acquires biometric information of a driver of the first vehicle and measurement information indicating a measurement result related to driving of the first vehicle, and transmits the acquired biometric information and measurement information to the management device. The management device performs a creation process of creating risk information related to a risk factor for driving of a second vehicle different from the first vehicle based on the biometric information and the measurement information received from the in-vehicle device, and transmits the created risk information to the second vehicle.

[0007] One aspect of the present disclosure can be realized not only as a vehicle driving support system including such a characteristic processing unit, but also as a program for causing a computer to execute steps of such a characteristic process, or can be realized as a semiconductor integrated circuit that realizes part or all of the vehicle driving support system.

[0008] One aspect of the present disclosure can be realized not only as an in-vehicle device including such a characteristic processing unit, but also as a method including such a characteristic process as steps, or can be realized as a program for causing a computer to execute such steps. Further, one aspect of the present disclosure can be realized as a semiconductor integrated circuit that realizes part or all of the in-vehicle device.

[0009] One aspect of the present disclosure can be realized not only as a management device including such a characteristic processing unit, but also as a method including such a characteristic process as steps, or can be realized as a program for causing a computer to execute such steps. Further, one aspect of the present disclosure can be realized as a semiconductor integrated circuit that realizes part or all of the management device.

Advantages of the Invention

[0010] According to the present disclosure, it is possible to reduce the burden on the driver while suppressing an increase in communication costs.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Modes for Carrying Out the Invention

[0012] First, the content of the embodiment of the present disclosure will be listed and described. (1) The vehicle driving support system according to an embodiment of the present disclosure includes an in-vehicle device mounted on a first vehicle and a management device. The in-vehicle device acquires biometric information of the driver of the first vehicle and measurement information indicating a measurement result related to the driving of the first vehicle, and transmits the acquired biometric information and measurement information to the management device. The management device performs a creation process of creating risk information related to risk factors for the driving of a second vehicle different from the first vehicle based on the biometric information and the measurement information received from the in-vehicle device, and transmits the created risk information to the second vehicle.

[0013] With such a configuration, for example, in the management device, the biometric information and measurement information of the driver in the vehicle can be grasped, and the necessity of transmitting risk information related to risk factors can be determined. Therefore, the burden on the driver of another vehicle such as a following vehicle to confirm the presence of risk factors can be reduced. Also, for example, when it is determined in the management device that transmission of risk information is necessary, since the risk information is transmitted to other vehicles, the cost of information communication to other vehicles can be reduced. Therefore, it is possible to suppress an increase in communication cost while reducing the burden on the driver.

[0014] (2) In the above (1), the measurement information may include steering wheel information indicating a history of the operation direction of the steering wheel of the first vehicle by the driver. The management device may further perform a lane identification process of identifying the lane in which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle avoided the risk factor, based on the steering wheel information included in the measurement information received from the in-vehicle device. The management device may further transmit information indicating the identified lane as the occurrence location of the risk factor to the second vehicle.

[0015] In this way, by using information indicating the history of the operation direction of the steering wheel by the driver of the vehicle to identify the lane that is the occurrence location of the risk factor and transmitting information indicating the occurrence location to another vehicle different from the vehicle, the driver of another vehicle can be made to recognize the lane in which the risk factor exists.

[0016] (3) In the above (2), the management device may transmit information indicating the lane located in the direction opposite to the operation direction at the avoidance time as the occurrence location to the second vehicle.

[0017] With such a configuration, for example, when the road on which the vehicle that has avoided a risk factor is traveling is a multi-lane road, the lane where the risk factor exists can be easily specified.

[0018] (4) In the above (2) or (3), the steering wheel information may indicate the time-series change of the steering angle of the steering wheel as the history.

[0019] With such a configuration, using the time-series change of the steering angle of the steering wheel, the time when the driver has avoided a risk factor and the lane in which the vehicle was traveling at that time can be specified more accurately.

[0020] (5) In the above (1), the in-vehicle device may further transmit image information indicating a time-series image taken in the first vehicle to the management device, and the management device may further perform a lane specification process for specifying the lane in which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle has avoided the risk factor, based on the image information received from the in-vehicle device, and the management device may further transmit information indicating the specified lane as the occurrence location of the risk factor to the second vehicle.

[0021] In this way, by using information indicating a time-series image taken in a vehicle to specify the lane that is the occurrence location of a risk factor and transmitting information indicating the occurrence location to another vehicle different from the vehicle, the driver of the other vehicle can be made to recognize the lane where the risk factor exists.

[0022] (6) In the above (1), the in-vehicle device may further transmit position information indicating the time-series change in the position of the first vehicle to the management device. The management device may further perform a lane identification process of identifying the lane on which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle avoided the risk factor, based on the position information received from the in-vehicle device and the map information. The management device may further transmit information indicating the identified lane as the location where the risk factor occurred to the second vehicle.

[0023] In this way, by using information indicating the time-series change in the position of the vehicle and map information to identify the lane that is the location where the risk factor occurred, and transmitting information indicating the occurrence location to another vehicle different from the vehicle, the driver of the other vehicle can be made aware of the lane where the risk factor exists.

[0024] (7) In any of the above (2) to (6), the management device may perform the lane identification process for each of the plurality of in-vehicle devices respectively mounted on the plurality of first vehicles. The plurality of in-vehicle devices may include the first in-vehicle device and the second in-vehicle device. When the time difference between the first avoidance time, which is the avoidance time of the first vehicle on which the first in-vehicle device is mounted, and the second avoidance time, which is the avoidance time of the first vehicle on which the second in-vehicle device is mounted, is equal to or less than a predetermined value, and the lane on which the first vehicle on which the first in-vehicle device is mounted was traveling at the first avoidance time is the same as the lane on which the first vehicle on which the second in-vehicle device is mounted was traveling at the second avoidance time, the management device may determine that the risk factor exists and may decide to perform the creation process.

[0025] Among a plurality of vehicles, when the time difference in the avoidance time is equal to or less than a predetermined value and the lanes traveled at the avoidance time are the same, there is a high possibility that a risk factor exists on the lane. With the above configuration, in the management device, the existence of the risk factor can be detected more accurately.

[0026] (8) In any of the above (1) to (7), the in-vehicle device may further detect an event related to the mental state of the driver based on the acquired biometric information or measurement information. The in-vehicle device may further transmit, to the management device, driving information related to the driving of the first vehicle during an event period including the occurrence time of the detected event, based on the position information of the first vehicle and map information. The management device may further create avoidance information related to the avoidance of the risk factor based on the driving information received from the in-vehicle device, and transmit the created avoidance information to the second vehicle.

[0027] With such a configuration, appropriate information for avoiding risk factors can be created and transmitted from the management device to the second vehicle, so that the burden on the driver of the second vehicle to consider a method for avoiding risk factors can be reduced.

[0028] (9) In the above (8), the driving information may include information indicating the driving trajectory of the first vehicle during the event period.

[0029] With such a configuration, more appropriate information for another vehicle different from the vehicle to avoid risk factors can be created using information indicating the driving trajectory of the vehicle that has avoided the risk factor.

[0030] (10) In the above (8) or (9), the driving information may include the measurement information during the event period.

[0031] With such a configuration, more appropriate information for another vehicle different from the vehicle to avoid risk factors can be created using information indicating the measurement results related to the driving of the vehicle that has avoided the risk factor.

[0032] (11) The in-vehicle device according to an embodiment of the present disclosure is an in-vehicle device mounted on a vehicle, and includes an acquisition unit that acquires biometric information of a driver of the vehicle or measurement information indicating a measurement result related to driving of the vehicle, a detection unit that detects an event related to a mental state of the driver based on the biometric information or the measurement information acquired by the acquisition unit, and a transmission unit that transmits travel information related to running of the vehicle to an external device outside the vehicle during an event period including a generation time of the event detected by the detection unit.

[0033] With such a configuration, for example, in an external device, it is possible to determine the necessity of information related to a risk factor by using travel information from the in-vehicle device. Further, by selecting and transmitting travel information during a period including the detection timing of an event related to the mental state of the driver, the communication cost can be reduced. Therefore, it is possible to suppress an increase in the communication cost while reducing the burden on the driver.

[0034] (12) In the above (11), the event period may further include a time before the generation time of the event.

[0035] With such a configuration, it is possible to more accurately detect the presence of a risk factor on the road on which the vehicle was traveling by using travel information during the period from before to during the occurrence of an event in the vehicle.

[0036] (13) In the above (11) or (12), the event period may further include a time after the generation time of the event.

[0037] With such a configuration, it is possible to more accurately detect the presence of a risk factor on the road on which the vehicle was traveling by using travel information during the period from during to after the occurrence of an event in the vehicle.

[0038] (14) In the above (11), the event period may further include times before and after the generation time of the event.

[0039] With such a configuration, it is possible to more accurately detect the presence of risk factors on the road on which the vehicle was traveling by using the driving information during the period from before to after the occurrence of an event in the vehicle.

[0040] (15) In any one of (11) to (14) above, the acquisition unit may further acquire event position information indicating a time-series change in the position of the vehicle during the event period, and the in-vehicle device may further include a creation unit that creates travel trajectory information indicating the travel trajectory of the vehicle during the event period based on the event position information acquired by the acquisition unit and map information, and the transmission unit may transmit the travel trajectory information created by the creation unit to the external device as the driving information.

[0041] With such a configuration, by using the travel trajectory information during the period including the occurrence time of the event, it is possible to estimate the travel trajectory for other vehicles such as following vehicles to avoid risk factors, and transmit the estimation result to other vehicles, so that the burden on the driver of other vehicles to consider a method for avoiding risk factors can be reduced.

[0042] (16) In any one of (11) to (15) above, the acquisition unit may acquire the measurement information indicating the measurement result during the event period, and the transmission unit may transmit the measurement information acquired by the acquisition unit to the external device as the driving information.

[0043] With such a configuration, by using the measurement information during the period including the occurrence time of the event, it is possible to estimate the travel trajectory for other vehicles such as following vehicles to avoid risk factors, and transmit the estimation result to other vehicles, so that the burden on the driver of other vehicles to consider a method for avoiding risk factors can be reduced.

[0044] (17) The management device according to the embodiment of the present disclosure includes a receiving unit that receives biometric information of a driver of a vehicle and measurement information indicating a measurement result related to the operation of the vehicle from an in-vehicle device mounted on the vehicle, and a creation unit that creates risk information related to a risk factor for the driving of another vehicle different from the vehicle based on the biometric information and the measurement information received by the receiving unit, and a transmission unit that transmits the risk information created by the creation unit to the other vehicle.

[0045] With such a configuration, for example, it is possible to grasp the biometric information and measurement information of the driver in the vehicle and determine the necessity of transmitting risk information related to risk factors, so that the burden on the driver of another vehicle such as a following vehicle to confirm the presence of risk factors can be reduced. Also, for example, when it is determined that the transmission of risk information is necessary, the risk information is transmitted to another vehicle, so that the information communication cost to another vehicle can be reduced. Therefore, it is possible to reduce the burden on the driver while suppressing an increase in communication cost.

[0046] (18) The vehicle driving support method according to the embodiment of the present disclosure is a vehicle driving support method in a vehicle driving support system including an in-vehicle device mounted on a first vehicle and a management device, and includes a step in which the in-vehicle device acquires biometric information of a driver of the first vehicle and measurement information indicating a measurement result related to the operation of the first vehicle, and transmits the acquired biometric information and measurement information to the management device, and a step in which the management device performs a creation process of creating risk information related to a risk factor for the driving of a second vehicle different from the first vehicle based on the biometric information and the measurement information received from the in-vehicle device, and transmits the created risk information to the second vehicle.

[0047] By such a method, for example, in the management device, it is possible to grasp the biometric information and measurement information of the driver in the vehicle and determine the necessity of transmitting danger information regarding danger factors, thus reducing the burden on the drivers of other vehicles such as following vehicles to confirm the presence of danger factors. Also, for example, when it is determined in the management device that it is necessary to transmit danger information, since the danger information is transmitted to other vehicles, the cost of information communication to other vehicles can be reduced. Therefore, it is possible to suppress an increase in communication cost while reducing the burden on the driver.

[0048] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and their description will not be repeated. Also, at least a part of the embodiments described below may be arbitrarily combined.

[0049] [Vehicle Driving Support System] FIG. 1 is a diagram showing an example of the configuration of a vehicle driving support system according to an embodiment of the present disclosure. Referring to FIG. 1, the vehicle driving support system 501 includes one or more first in-vehicle devices 101, one or more second in-vehicle devices 201, and a management device 301. The management device 301 and each first in-vehicle device 101 perform transmission and reception of information via an external network 151 such as the Internet, for example. The management device 301 and each second in-vehicle device 201 perform transmission and reception of information via the external network 151, for example. The first in-vehicle device 101 is mounted on vehicle 1. The second in-vehicle device 201 is mounted on vehicle 2, which is another vehicle different from vehicle 1. For example, vehicle 2 is a following vehicle of vehicle 1. Vehicle 1 is an example of a first vehicle, and vehicle 2 is an example of a second vehicle.

[0050] The management device 301 is used, for example, by an operator or an individual who manages the operation of vehicles 1 and 2. The management device 301 is, for example, a server.

[0051] The management device 301 collects a vehicle information group including biometric information of the driver of the corresponding vehicle 1 and vehicle information regarding the vehicle 1 from one or more first in-vehicle devices 101. Then, based on the collected vehicle information group, the management device 301 detects a risk factor K existing on road A on which the vehicle 1 travels, and transmits risk information regarding the risk factor K to the vehicle 2. The risk factor K is an obstacle such as a falling object and a broken-down vehicle, etc.

[0052] The second in-vehicle device 201 notifies the driver of the vehicle 2 of the risk information received from the management device 301.

[0053] Note that the vehicle 1 may be configured to include the second in-vehicle device 201 in addition to the first in-vehicle device 101. Also, the vehicle 2 may be configured to include the first in-vehicle device 101 in addition to the second in-vehicle device 201. Further, the vehicles 1 and 2 may be configured to include one in-vehicle device having the functions of the first in-vehicle device 101 and the second in-vehicle device 201. That is, the first in-vehicle device 101 and the second in-vehicle device 201 may be integrated.

[0054] Hereinafter, a case where the management device 301 detects one risk factor K existing on a certain road A will be described.

[0055] [First In-Vehicle Device] FIG. 2 is a diagram showing an example of the configuration of the first in-vehicle device according to an embodiment of the present disclosure. Referring to FIG. 2, the first in-vehicle device 101 includes a plurality of communication ports 10, a biometric information acquisition unit 11, an in-vehicle communication unit 12, a detection unit 13, a collection unit 14, a creation unit 15, an out-of-vehicle communication unit 16, and a storage unit 17. Some or all of the biometric information acquisition unit 11, the in-vehicle communication unit 12, the detection unit 13, the collection unit 14, the creation unit 15, and the out-of-vehicle communication unit 16 are realized by, for example, a processing circuit including one or more processors. The storage unit 17 is, for example, a non-volatile memory included in the above processing circuit. The out-of-vehicle communication unit 16 is an example of a transmission unit.

[0056] (Biometric Information Acquisition Unit) The biological information acquisition unit 11 acquires the biological information of the driver of the vehicle 1. The biological information includes the driver's brain waves, heart rate, pulse rate, facial expressions, etc.

[0057] More specifically, for example, the biological information acquisition unit 11 performs wireless communication with the vital sensor 51 worn by the driver in accordance with a standard such as Bluetooth (registered trademark).

[0058] The vital sensor 51 is a sensor that detects the biological information of the driver. Specifically, for example, the vital sensor 51 is a wearable terminal such as a smartwatch. In this embodiment, for example, the vital sensor 51 measures the heart rate of the driver of the vehicle 1. Then, the vital sensor 51 transmits the biological information including the measured value and the measurement time to the first in-vehicle device 101. The vital sensor 51 performs the measurement of the heart rate and the transmission of the biological information, for example, periodically.

[0059] In the first in-vehicle device 101, when the biological information acquisition unit 11 receives the biological information from the vital sensor 51, it outputs the received biological information to the detection unit 13.

[0060] Note that the vital sensor 51 is not limited to a wearable terminal, and may be an electroencephalogram sensor worn on the driver's head. Also, the vital sensor 51 is not limited to a configuration worn by the driver, and may be a configuration provided in the vehicle 1. In this case, the vital sensor 51 is a seat sensor provided in the driver's seat of the vehicle 1 for measuring the heart rate and the like, and a camera for photographing the driver's facial expression.

[0061] (In-vehicle communication unit) The in-vehicle communication unit 12 acquires vehicle information regarding the vehicle 1. The vehicle information includes, for example, driving information of the vehicle 1, position information of the vehicle 1, and image information of the vehicle 1. The driving information indicates a measurement result related to the driving of the vehicle 1. In the present embodiment, for example, the driving information includes steering wheel information indicating a history of the operation direction of the steering wheel of the vehicle 1 and brake information indicating a history of the brake pressure in the vehicle 1. The position information indicates a time-series change in the position of the vehicle 1. The image information indicates a time-series of images captured in the vehicle 1. The driving information is an example of measurement information.

[0062] More specifically, for example, the first in-vehicle device 101 is connected to a plurality of in-vehicle devices 52 via the communication bus 61 and the communication port 10.

[0063] Specifically, for example, the communication bus 61 is a CAN (Controller Area Network) bus conforming to the CAN standard. The communication port 10 is a terminal capable of connecting the CAN bus.

[0064] In the example shown in FIG. 2, the first in-vehicle device 101 is connected to in-vehicle devices 52A and 52B which are in-vehicle devices 52 via a communication bus 61A which is the communication bus 61 and a communication port 10A which is the communication port 10. Further, the first in-vehicle device 101 is connected to in-vehicle devices 52C and 52D which are in-vehicle devices 52 via a communication bus 61B which is the communication bus 61 and a communication port 10B which is the communication port 10.

[0065] Each in-vehicle device 52 generates a frame including various information described later and transmits it to the first in-vehicle device 101.

[0066] Note that the first in-vehicle device 101 may be configured to include a connector conforming to the OBD (On-Board Diagnostics) 2 standard instead of the communication port 10, for example.

[0067] The in-vehicle device 52 includes a steering sensor, a brake sensor, a vehicle speed sensor, an acceleration sensor, a GNSS (Global Navigation Satellite System) receiver, a camera, and the like.

[0068] Here, the in-vehicle devices 52A, 52B, 52C, and 52D are a steering sensor, a brake sensor, a GNSS receiver, and a camera, respectively. Hereinafter, the in-vehicle devices 52A, 52B, 52C, and 52D are also referred to as a steering sensor 52A, a brake sensor 52B, a GNSS receiver 52C, and a camera 52D, respectively.

[0069] The steering sensor 52A periodically measures, for example, the steering angle of the steering wheel of the vehicle 1 and transmits steering information including the measured value and the measurement time to the first in-vehicle device 101. The steering angle indicates the amount of rotation in the direction in which the driver rotates the steering wheel from the neutral position of the steering wheel. For example, the steering angle is a positive value when the driver rotates the steering wheel to the right from the neutral position, and is a negative value when the driver rotates the steering wheel to the left from the neutral position.

[0070] The brake sensor 52B periodically measures, for example, the brake pressure and transmits brake information including the measured value and the measurement time to the first in-vehicle device 101. Here, the brake sensor 52B measures the brake pressure at the same timing as the steering sensor 52A, for example, and transmits the brake information to the first in-vehicle device 101.

[0071] The GNSS receiver 52C receives GNSS signals from one or more satellites, for example, periodically, and performs position detection of the vehicle 1 based on the received GNSS signals. The position of the vehicle 1 is indicated by, for example, latitude and longitude.

[0072] The GNSS receiver 52C transmits, for example, periodically, the detection result of the position of the vehicle 1 and position information including the time when the position was detected to the first in-vehicle device 101. Here, the GNSS receiver 52C performs the position detection of the vehicle 1, for example, at the same timing as the steering sensor 52A, and transmits the position information to the first in-vehicle device 101.

[0073] The camera 52D captures, for example, periodically, the front area of the vehicle 1, and transmits the captured image and image information including the capture time to the first in-vehicle device 101. Here, the camera 52D captures an image, for example, at the same timing as the steering sensor 52A, and transmits the image information to the first in-vehicle device 101.

[0074] In the first in-vehicle device 101, when the in-vehicle communication unit 12 receives the steering information from the steering sensor 52A, it stores the received steering information in the storage unit 17. Also, when the in-vehicle communication unit 12 receives the brake information from the brake sensor 52B, it stores the received brake information in the storage unit 17.

[0075] Also, when the in-vehicle communication unit 12 receives the position information from the GNSS receiver 52C, it stores the received position information in the storage unit 17. Also, when the in-vehicle communication unit 12 receives the image information from the camera 52D, it stores the received image information in the storage unit 17.

[0076] Note that at least one of the steering sensor 52A and the brake sensor 52B may be configured to transmit information including the measured value and not including the measurement time to the first in-vehicle device 101. In this case, the in-vehicle communication unit 12 acquires the driving information by associating the time when the information was received with the measurement result included in the information.

[0077] Further, the GNSS receiver 52C may be configured to transmit information that includes the detection result of the position of the vehicle 1 but does not include the time when the position was detected, to the first in-vehicle device 101. In this case, the in-vehicle communication unit 12 acquires position information by associating the time when the information was received with the detection result included in the information received from the GNSS receiver 52C.

[0078] Further, the camera 52D may be configured to transmit information that includes the captured image but does not include the shooting time, to the first in-vehicle device 101. In this case, the in-vehicle communication unit 12 acquires image information by associating the time when the information was received with the image included in the information received from the camera 52D.

[0079] Further, the first in-vehicle device 101 and each in-vehicle device 52 may be configured to perform communication according to standards such as CAN FD (CAN with Flexible Data Rate), Ethernet (registered trademark), FlexRay (registered trademark), MOST (Media Oritend System Transport) (registered trademark), LIN (Local Interconnect Network), and CXPI (Clock Extension Peripheral Interface), not limited to CAN. Further, the first in-vehicle device 101 and each in-vehicle device 52 may be configured to perform wireless communication according to standards such as Bluetooth.

[0080] (Detection unit) The detection unit 13 performs a detection process of detecting an event related to the mental state of the driver of the vehicle 1 based on the biological information acquired by the biological information acquisition unit 11. More specifically, for example, in the detection process, the detection unit 13 detects, as an event, that the driver of the vehicle 1 noticed the risk factor K shown in FIG. 1 and had a scare.

[0081] Specifically, for example, when receiving the biological information from the biological information acquisition unit 11, the detection unit 13 checks whether the measured value of the heart rate indicated by the biological information is equal to or greater than a predetermined threshold Th1.

[0082] When the measured value of the heart rate indicated by the biological information from the biological information acquisition unit 11 is less than the threshold Th1, the detection unit 13 determines that no event has occurred.

[0083] On the other hand, when the measured value of the heart rate indicated by the biological information from the biological information acquisition unit 11 is greater than or equal to the threshold Th1, the detection unit 13 determines that an event has occurred. Then, the detection unit 13 outputs event information indicating that an event has occurred and the measurement time (hereinafter, also referred to as "event occurrence time ta") included in the biological information to the collection unit 14.

[0084] Note that the detection unit 13 may be configured to perform detection processing based on the measurement information acquired by the in-vehicle communication unit 12, for example, the steering wheel information. In this case, for example, when the absolute value of the steering angle indicated by the steering wheel information from the steering sensor 52A is a predetermined threshold value, the in-vehicle communication unit 12 determines that an event has occurred.

[0085] (Collection unit) For example, when receiving event information from the detection unit 13, the collection unit 14 acquires one or more pieces of steering wheel information (hereinafter, also referred to as "corresponding steering wheel information"), one or more pieces of brake information (hereinafter, also referred to as "corresponding brake information"), and one or more pieces of image information (hereinafter, also referred to as "corresponding image information") from the storage unit 17 during the event period T including the event occurrence time ta indicated by the event information.

[0086] The event period T includes, for example, a time before the event occurrence time ta indicated by the event information from the detection unit 13. Specifically, for example, the event period T is a period from a time 5 seconds before the event occurrence time ta to the event occurrence time ta.

[0087] Note that the event period T may include a time after the event occurrence time ta indicated by the event information from the detection unit 13 instead of a time before the event occurrence time ta. In this case, for example, the event period T is a period from the event occurrence time ta to a time 5 seconds after the event occurrence time ta. Also, for example, the event period T may include times before and after the event occurrence time ta. In this case, for example, the event period T is a period from a time 5 seconds before the event occurrence time ta to a time 5 seconds after the event occurrence time ta.

[0088] Also, for example, when the collection unit 14 receives event information from the detection unit 13, the collection unit 14 outputs a request notification R1 to the creation unit 15, indicating a request to create driving information regarding the driving of the vehicle 1 during the event period T and the event occurrence time ta included in the event information. Here, as an example, the driving information is driving trajectory information indicating the driving trajectory of the vehicle 1 during the event period T.

[0089] (Creation unit) For example, the creation unit 15 creates driving trajectory information based on the position information of the vehicle 1 and the map information MP.

[0090] Specifically, for example, the map information MP1 indicates the position of a road and the position of lanes on the road, etc. The storage unit 17 stores the map information MP1. The map information MP1 is registered in the storage unit 17 by the vehicle 1's manufacturer when the vehicle 1 is shipped, for example. For example, the map information MP1 is updated by the user of the vehicle 1 regularly or irregularly.

[0091] For example, when the creation unit 15 receives the request notification R1 from the collection unit 14, the creation unit 15 acquires the map information MP1 from the storage unit 17. Also, for example, the creation unit 15 acquires one or more pieces of position information (hereinafter, also referred to as "corresponding position information") from the storage unit 17 during the event period T including the event occurrence time ta indicated by the request notification R1. That is, the corresponding position information indicates the time-series change of the position of the vehicle 1 during the event period T. The corresponding position information is an example of event position information.

[0092] Then, based on the acquired corresponding position information and map information MP1, the creation unit 15 creates travel trajectory information, and outputs the created travel trajectory information and the acquired corresponding position information to the collection unit 14.

[0093] When receiving the travel trajectory information and the corresponding position information from the creation unit 15, the collection unit 14 outputs a vehicle information group including the event information received from the detection unit 13, the corresponding handle information, the corresponding brake information, and the corresponding image information acquired from the storage unit 17, the travel trajectory information, and the corresponding position information to the vehicle external communication unit 16.

[0094] (Vehicle external communication unit) When receiving the vehicle information group from the collection unit 14, the vehicle external communication unit 16 transmits the vehicle information group to the management device 301.

[0095] More specifically, for example, the vehicle external communication unit 16 communicates with the management device 301 via the external network 151 by performing wireless communication with a device such as a wireless base station (not shown) according to a communication method such as Wi-Fi (registered trademark), LTE (Long Term Evolution) (registered trademark), or 5G. Note that the vehicle external communication unit 16 is not limited to a configuration that communicates with the management device 301 via a wireless base station and the external network 151, and may be a configuration that communicates with the management device 301 via a wired line. Further, the vehicle external communication unit 16 may be a configuration that communicates with the management device 301 via another in-vehicle device.

[0096] Specifically, for example, the storage unit 17 stores vehicle identification information (hereinafter, also referred to as "vehicle ID (Identifier)") for identifying the vehicle 1. The vehicle ID is an ID unique to each vehicle 1.

[0097] When the vehicle exterior communication unit 16 receives the vehicle information group from the collection unit 14, it creates an IP packet that includes the vehicle information group and the vehicle ID stored in the storage unit 17, and includes the IP address of its own first in-vehicle device 101 and the IP address of the management device 301 as the source address and the destination IP address, respectively. Then, the vehicle exterior communication unit 16 transmits the created IP packet to the management device 301 via the radio base station and the external network 151.

[0098] [Management device] FIG. 3 is a diagram showing an example of the configuration of the management device according to the embodiment of the present disclosure. Referring to FIG. 3, the management device 301 includes a communication unit 21, a danger information creation unit 22, an avoidance information creation unit 23, and a storage unit 24. The communication unit 21 includes a reception unit 31 and a transmission unit 32. Part or all of the communication unit 21, the danger information creation unit 22, and the avoidance information creation unit 23 are realized by, for example, a processing circuit including one or more processors. The storage unit 24 is, for example, a non-volatile memory included in the above processing circuit.

[0099] (Reception unit) The reception unit 31 receives the biometric information of the driver of the vehicle 1 and the measurement information of the vehicle 1 from one or more first in-vehicle devices 101.

[0100] Specifically, for example, when the reception unit 31 receives an IP packet including a vehicle information group from the first in-vehicle device 101 via the radio base station and the external network 151, it stores the vehicle information group included in the received IP packet in the storage unit 24.

[0101] (Danger information creation unit) The danger information creation unit 22 performs a creation process of creating danger information regarding a danger factor K for the running of the vehicle 2 based on the biometric information and the measurement information received from one or more first in-vehicle devices 101 via the reception unit 31.

[0102] More specifically, for example, the risk information creation unit 22 checks whether the vehicle information group is stored in the storage unit 24 every time a certain period of time has elapsed. For example, the risk information creation unit 22 checks whether the vehicle information group is stored in the storage unit 24 every time one hour has elapsed.

[0103] <Lane identification process using one vehicle information group> Based on the vehicle information group stored in the storage unit 24, the risk information creation unit 22 performs a lane identification process to identify the lane (hereinafter also referred to as "avoidance source lane B") in which vehicle 1 was traveling at the time (hereinafter also referred to as "avoidance time tb") when vehicle 1 avoided the risk factor K.

[0104] (a1) When using corresponding steering wheel information For example, when the driver of vehicle 1 notices the risk factor K existing on road A, it is assumed that the driver performs a sharp steering operation P1 in either the left or right direction D1, and then performs a sharp steering operation P2 in the direction D2 opposite to direction D1 immediately after performing operation P1 in order to return to the original lane or the like. Therefore, here, for example, an example in which the risk information creation unit 22 performs a lane identification process based on the corresponding steering wheel information included in the vehicle information group stored in the storage unit 24 will be described.

[0105] For example, the risk information creation unit 22 checks whether the absolute value of the measured value of the steering angle is greater than or equal to a predetermined threshold Th2 for each measurement time in the time-series change of the steering angle of the steering wheel during the event period T indicated by the corresponding steering wheel information included in the vehicle information group stored in the storage unit 24.

[0106] For example, when the absolute value of the steering angle at a certain measurement time t1 and at a measurement time t2 after measurement time t1, where the time difference from measurement time t1 is less than or equal to a predetermined value E, is greater than or equal to the threshold Th2, and the sign F1 of the steering angle at measurement time t1 is different from the sign F2 of the steering angle at measurement time t2, the risk information creation unit 22 determines that measurement time t1 is the avoidance time tb.

[0107] Then, the danger information creation unit 22 checks the position of the vehicle 1 at the avoidance time tb by referring to the corresponding position information included in the vehicle information group stored in the storage unit 24.

[0108] For example, the storage unit 24 stores map information MP2 indicating the position of the road and the position of the lanes on the road.

[0109] When the danger information creation unit 22 checks the position of the vehicle 1 at the avoidance time tb, it refers to the map information MP2 in the storage unit 24 to identify the road A corresponding to the position, and checks whether the identified road A is a road with multiple lanes.

[0110] When the identified road A is not a road with multiple lanes, that is, when it is a single-lane road, the danger information creation unit 22 creates danger information indicating the identified road A as the occurrence location of the danger factor K.

[0111] On the other hand, when the identified road A is a road with multiple lanes, the danger information creation unit 22 refers to the corresponding steering wheel information included in the vehicle information group stored in the storage unit 24 to identify the lane located in the direction opposite to the steering operation direction at the avoidance time tb indicated by the steering wheel information as the avoidance source lane B. Then, the danger information creation unit 22 creates danger information indicating the identified avoidance source lane B as the occurrence location of the danger factor K.

[0112] Also, for example, when the driver of the vehicle 1 notices the danger factor K existing on the road A, it is assumed that the driver performs the above operation P1 while applying sudden braking and then performs the above operation P2 immediately after performing the operation P1 to return to the original lane or the like. In this case, the danger information creation unit 22 may be configured to determine the avoidance time tb using the corresponding steering wheel information and the corresponding brake information included in the vehicle information group stored in the storage unit 24.

[0113] Specifically, for example, when the brake pressure at measurement time t1 is equal to or higher than a predetermined threshold Th3, the absolute value of the steering angle at each of measurement time t1 and measurement time t2 is equal to or higher than a threshold Th2, and the sign F1 of the steering angle at measurement time t1 is different from the sign F2 of the steering angle at measurement time t2, the danger information creation unit 22 determines that the measurement time t1 is the avoidance time tb. The threshold Th3 is, for example, 0.3G.

[0114] Also, for example, when the driver of the vehicle 1 notices a risk factor K existing on the road A, it is assumed that the driver performs the above operation P1 while applying sudden braking and drives the vehicle 1 in the avoidance destination lane without returning to the original lane. Also in this case, the danger information creation unit 22 may be configured to determine the avoidance time tb using the corresponding steering information and the corresponding brake information included in the vehicle information group stored in the storage unit 24.

[0115] Specifically, for example, when the brake pressure at measurement time t1 is equal to or higher than a threshold Th3, the absolute value of the steering angle at measurement time t1 is equal to or higher than a threshold Th2, and the absolute value of the steering angle at measurement time t2 is less than the threshold Th2, the danger information creation unit 22 determines that the measurement time t1 is the avoidance time tb.

[0116] Also, for example, when the driver of the vehicle 1 notices a risk factor K existing on the road A, after applying sudden braking until the vehicle speed becomes zero, the driver performs an operation P3 of rotating the steering wheel in either one of the left and right directions D1, and in order to return to the original lane or the like, immediately after performing the operation P3, the driver performs an operation P4 of rotating the steering wheel in the direction D2 opposite to the direction D1. In this case, the first in-vehicle device 101 may be configured to transmit to the management device 301 a vehicle information group further including corresponding vehicle speed information indicating the time-series change of the vehicle speed of the vehicle 1 during the event period T. The danger information creation unit 22 in the management device 301 determines the avoidance time tb using the corresponding steering information, the corresponding brake information, and the corresponding vehicle speed information included in the vehicle information group stored in the storage unit 24.

[0117] Specifically, for example, when the brake pressure at measurement time t3, which is a measurement time before measurement time t1 and the time difference from measurement time t1 is equal to or less than a predetermined value, is equal to or greater than threshold value Th3, the vehicle speed at measurement time t4 between measurement time t3 and measurement time t1 is zero, and the sign F1 of the steering angle at measurement time t1 is different from the sign F2 of the steering angle at measurement time t2, the danger information creation unit 22 determines that measurement time t3 is the avoidance time tb.

[0118] Also, for example, when the driver of vehicle 1 notices the danger factor K existing on road A, it is assumed that the driver applies sudden braking until the vehicle speed becomes zero and then performs the above operation P3, and drives vehicle 1 in the avoidance destination lane without returning to the original lane. Also in this case, the danger information creation unit 22 may be configured to determine the avoidance time tb using the corresponding steering wheel information, corresponding brake information, and corresponding vehicle speed information included in the vehicle information group stored in the storage unit 24.

[0119] Specifically, for example, when the brake pressure at measurement time t3 is equal to or greater than threshold value Th3, the vehicle speed at measurement time t4 is zero, the absolute value of the steering angle at measurement time t1 is equal to or greater than threshold value Th2, and the absolute value of the steering angle at measurement time t2 is less than threshold value Th2, the danger information creation unit 22 determines that measurement time t1 is the avoidance time tb.

[0120] (a2) When using corresponding image information As described above, for example, when the driver of vehicle 1 notices the danger factor K existing on road A and performs the above operations P1 and P2 in this order, the scenery of the image captured by the camera 52D shown in FIG. 2 is assumed to move in direction D1 during the period when the driver is performing operation P1 and move in direction D2 during the period when the driver is performing operation P2. Therefore, here, for example, an example in which the danger information creation unit 22 performs lane identification processing based on the corresponding image information included in the vehicle information group stored in the storage unit 24 will be described.

[0121] More specifically, for example, the risk information creation unit 22 determines the avoidance time tb by analyzing the time-series images in the event period T indicated by the corresponding image information.

[0122] Specifically, for example, when the scenery of the image in the period from the shooting time t11 to the shooting time t12 in the event period T moves in either one of the left and right directions D1, and the scenery of the image in the period from the shooting time t12 to the shooting time t13 moves in the direction D2 opposite to the direction D1, the risk information creation unit 22 determines that the shooting time t11 is the avoidance time tb. The shooting time t12 is a shooting time that is after the shooting time t11 and the time difference from the shooting time t11 is equal to or less than a predetermined value. The shooting time t13 is a shooting time that is after the shooting time t12 and the time difference from the shooting time t12 is equal to or less than a predetermined value.

[0123] Then, the risk information creation unit 22 confirms the position of the vehicle 1 at the avoidance time tb by referring to the corresponding position information included in the vehicle information group stored in the storage unit 24.

[0124] When the risk information creation unit 22 confirms the position of the vehicle 1 at the avoidance time tb, it refers to the map information MP2 in the storage unit 24 to identify the road A corresponding to the position, and also confirms whether the identified road A is a road with multiple lanes.

[0125] When the identified road A is not a road with multiple lanes, that is, when it is a one-lane road, the risk information creation unit 22 creates risk information indicating the identified road A as the occurrence location of the risk factor K.

[0126] On the other hand, when the identified road A is a road with multiple lanes, the risk information creation unit 22 identifies the lane located in the direction D2 as the avoidance source lane B. Then, the risk information creation unit 22 creates risk information indicating the identified avoidance source lane B as the occurrence location of the risk factor K.

[0127] Incidentally, the danger information creation unit 22 may be configured to identify the position of the lane line of road A in each image captured during the event period T, and determine that the shooting time t11 is the avoidance time tb when the difference between the position of the lane line in the image captured at the shooting time t11 and the position of the lane line in the image captured at the shooting time t12 is equal to or greater than a predetermined value.

[0128] Further, the danger information creation unit 22 may be configured to analyze the time-series images during the event period T and determine that the shooting time when a danger factor K is detected in a certain image is the avoidance time tb. Further, the danger information creation unit 22 may be configured to determine the avoidance time tb using other information included in the vehicle information group, such as the corresponding brake information, in addition to the corresponding image information.

[0129] (a3) When using the corresponding position information and the map information MP2 For example, the danger information creation unit 22 performs a lane identification process based on the corresponding position information included in the vehicle information group stored in the storage unit 24 and the map information MP2.

[0130] More specifically, for example, the danger information creation unit 22 plots the position of the vehicle 1 indicated by the corresponding position information on the map shown by the map information MP2 to confirm the driving trajectory of the vehicle 1.

[0131] For example, the danger information creation unit 22 determines that the measurement time t1 is the avoidance time tb when the distance in the width direction of the road between the position of the vehicle 1 at the measurement time t1 and the position of the vehicle 1 at the measurement time t2 on the map is equal to or greater than a predetermined value.

[0132] Then, the danger information creation unit 22 identifies road A corresponding to the position of the vehicle 1 at the avoidance time tb, and checks whether the identified road A is a road having multiple lanes.

[0133] When the identified road A is not a multi-lane road, that is, when it is a single-lane road, the risk information creation unit 22 creates risk information indicating the identified road A as the location where the risk factor K occurs.

[0134] On the other hand, when the identified road A is a multi-lane road, the risk information creation unit 22 identifies the lane corresponding to the position of vehicle 1 at the avoidance time tb as the avoidance source lane B. Then, the risk information creation unit 22 creates risk information indicating the identified avoidance source lane B as the location where the risk factor K occurs.

[0135] (b) Deletion of vehicle information group and request notification R2 For example, when the risk information creation unit 22 creates risk information, it deletes the vehicle information group stored in the storage unit 24. Also, for example, when the risk information creation unit 22 identifies the avoidance source lane B, when it creates risk information, it outputs a request notification R2 including the travel trajectory information included in the vehicle information group stored in the storage unit 24 and the avoidance time information indicating the avoidance time tb to the avoidance information creation unit 23.

[0136] <Lane identification process using multiple vehicle information groups> When vehicle information groups from a plurality of first in-vehicle devices 101, that is, a plurality of vehicle information groups, are stored in the storage unit 24, the risk information creation unit 22 performs a lane identification process based on the plurality of vehicle information groups. That is, the risk information creation unit 22 performs a lane identification process for each of the plurality of first in-vehicle devices 101.

[0137] More specifically, for example, the risk information creation unit 22 identifies the avoidance time tb and the avoidance source lane B for each vehicle information group stored in the storage unit 24.

[0138] When the lane identification process is completed for each of the plurality of first in-vehicle devices 101, the risk information creation unit 22 performs a determination process to determine whether a risk factor K exists on Road A. Hereinafter, a vehicle 1 equipped with a first in-vehicle device 101A, which is a certain first in-vehicle device 101, and a vehicle 1 equipped with a first in-vehicle device 101B, which is another first in-vehicle device 101 different from the first in-vehicle device 101A, are also referred to as "Vehicle 1A" and "Vehicle 1B", respectively. Also, the avoidance time tb of Vehicle 1A and the avoidance time tb of Vehicle 1B are also referred to as "Avoidance Time tb1" and "Avoidance Time tb2", respectively. The avoidance time tb2 is a time after the avoidance time tb1. Also, the avoidance source lane B of Vehicle 1A and the avoidance source lane B of Vehicle 1B are also referred to as "Avoidance Source Lane B1" and "Avoidance Source Lane B2", respectively.

[0139] For example, when the risk factor K continuously exists in a certain lane of Road A, the time difference between the avoidance time tb1 and the avoidance time tb2 is likely to be small. Therefore, for example, when the time difference between the avoidance time tb1 and the avoidance time tb2 is equal to or less than a predetermined value G and the avoidance source lane B1 and the avoidance source lane B2 are the same, the risk information creation unit 22 determines that the risk factor K exists on Road A.

[0140] Then, the risk information creation unit 22 creates information indicating one of the avoidance source lanes B1 and B2 as the occurrence location of the risk factor K as risk information. Then, the risk information creation unit 22 deletes the plurality of vehicle information groups stored in the storage unit 24.

[0141] Also, for example, when the risk information creation unit 22 identifies the avoidance source lane B and creates risk information, it outputs a request notification R2 including the travel trajectory information included in the vehicle information group received from the first in-vehicle device 101A or the first in-vehicle device 101B and the avoidance time information indicating the avoidance time tb to the avoidance information creation unit 23.

[0142] For example, the risk factor K avoided by vehicle 1A may be removed from road A, etc. For example, after the risk factor K is removed after a period H has elapsed from the avoidance time tb1 of vehicle 1A, if a new risk factor K occurs on road A and vehicle 1B avoids the new risk factor K, compared with the case where each of vehicle 1A and vehicle 1B avoids the risk factor K existing on road A within the period H, the time difference between the avoidance time tb1 and the avoidance time tb2 becomes larger.

[0143] Also, for example, the driver of vehicle 1 may be startled during driving by other factors different from the risk factor K, specifically, the behavior of a passenger, etc. Since not every vehicle 1 necessarily has a passenger on board, among the multiple drivers who drive multiple vehicles 1 passing through road A where the risk factor K exists within the period H, the probability Q1 that there is a driver who performs an operation such as a sudden steering due to being startled by the behavior of a passenger is assumed to be smaller than the probability Q2 that there is a driver who avoids the risk factor K among the multiple drivers. Since the probability Q1 is smaller than the probability Q2, for example, in vehicles 1A and 1B traveling on road A, when the driver of each vehicle 1 performs an operation such as a sudden steering due to being startled by the behavior of a passenger, compared with the case where each of vehicle 1A and vehicle 1B avoids the risk factor K existing on road A, the time difference between the avoidance time tb1 and the avoidance time tb2 may become larger.

[0144] Therefore, for example, when the distance between the position of vehicle 1A at the avoidance time tb1 and the position of vehicle 1B at the avoidance time tb2 is less than a predetermined value, and the time difference between the avoidance time tb1 and the avoidance time tb2 is greater than a predetermined value G, the risk information creation unit 22 determines that the risk factor K does not continuously exist on road A. In this case, the management device 301 does not transmit the risk information and avoidance information described later to vehicle 2, which is the following vehicle of vehicles 1A and 1B, at the current time.

[0145] Also, for example, when the driver of one of the vehicles 1A and 1B has a moment of unease due to the above other factor, the avoidance source lane B of the one vehicle 1 may be the lane in which the vehicle was traveling at the time of the moment of unease due to the other factor, and may indicate a lane different from the avoidance source lane B of the other vehicle 1. Therefore, for example, when the time difference between the avoidance time tb1 and the avoidance time tb2 is equal to or less than a predetermined value G and the avoidance source lane B1 and the avoidance source lane B2 are different, the risk information creation unit 22 determines that the risk factor K does not continuously exist on the road A. Also in this case, the management device 301 does not transmit the risk information and the avoidance information described later to the vehicle 2 at the current time.

[0146] (Avoidance information creation unit) For example, the avoidance information creation unit 23 creates avoidance information regarding the avoidance of the risk factor K based on the driving information received from the first in-vehicle device 101, and transmits the created avoidance information to the vehicle 2.

[0147] More specifically, for example, when the avoidance information creation unit 23 receives the request notification R2 from the risk information creation unit 22, it acquires the map information MP2 from the storage unit 24. Then, the avoidance information creation unit 23 specifies the lane (hereinafter also referred to as the "avoidance destination lane") in which the vehicle 1 was traveling at a time after the avoidance time tb based on the driving trajectory information and the avoidance time information included in the request notification R2, and the map information MP2.

[0148] Specifically, for example, the avoidance information creation unit 23 confirms the position of the vehicle 1 at a time after a predetermined time has elapsed from the avoidance time tb indicated by the avoidance time information based on the driving trajectory information and the avoidance time information included in the request notification R2 from the risk information creation unit 22. Then, the avoidance information creation unit 23 specifies the lane corresponding to the confirmed position of the vehicle 1 as the avoidance destination lane by referring to the map information MP2 in the storage unit 24.

[0149] When the avoidance information creation unit 23 specifies the avoidance destination lane, it creates avoidance information indicating the specified avoidance destination lane and outputs it to the risk information creation unit 22.

[0150] When the risk information creation unit 22 receives the avoidance information from the avoidance information creation unit 23, it outputs the created risk information and the risk information group including the avoidance information to the transmission unit 32.

[0151] (Transmission unit) For example, the transmission unit 32 transmits the risk information created by the risk information creation unit 22 and the avoidance information created by the avoidance information creation unit 23 to the vehicle 2.

[0152] More specifically, for example, the second in-vehicle device 201 can also communicate with a roadside unit installed on the roadside of Road A. Here, the transmission unit 32 transmits the risk information group from the risk information creation unit 22 to the vehicle 2 via the roadside unit.

[0153] The roadside unit may be connected to the management device 301 via a wireless transmission path and an external network 151, or may be connected to the management device 301 via a wired transmission path and an external network 151.

[0154] In the management device 301, the storage unit 24 further stores roadside unit information indicating the installation location of each of the plurality of roadside units.

[0155] When the transmission unit 32 receives the risk information group from the risk information creation unit 22, it confirms the installation location of the roadside unit to which the risk information group should be transmitted based on the occurrence location of the risk factor K indicated by the risk information included in the risk information group and the roadside unit information in the storage unit 24.

[0156] Specifically, for example, the transmission unit 32 refers to the roadside unit information stored in the storage unit 24 to confirm the installation location of the roadside unit within a predetermined distance range from the occurrence location of the risk factor K indicated by the risk information group from the risk information creation unit 22. Then, the transmission unit 32 transmits the risk information group to the roadside unit at the confirmed installation location via the external network 151 and the wireless base station.

[0157] Note that the management device 301 may be configured to create avoidance information based on measurement information included in the vehicle information group received from the first in-vehicle device 101, for example, corresponding steering wheel information. Further, for example, the risk factor K existing on Road A may move while moving on Road A. Therefore, for example, when the time difference between the avoidance time tb1 and the avoidance time tb2 is equal to or less than a predetermined value G, and the distance between the position of the vehicle 1 at the avoidance time tb1 and the position of the vehicle 1 at the avoidance time tb2 is less than a predetermined value, it may be determined that the risk factor K exists and is moving on Road A, and the management device 301 may be configured to create risk information.

[0158] [Second In-Vehicle Device] FIG. 4 is a diagram showing an example of the configuration of a second in-vehicle device according to an embodiment of the present disclosure. Referring to FIG. 4, the second in-vehicle device 201 includes a communication port 40, an out-vehicle communication unit 41, and an in-vehicle communication unit 42. One or both of the out-vehicle communication unit 41 and the in-vehicle communication unit 42 are realized by a processing circuit including, for example, one or more processors.

[0159] (Out-Vehicle Communication Unit) For example, the out-vehicle communication unit 41 performs wireless communication with a roadside unit and receives a risk information group from the management device 301 via the roadside unit. More specifically, for example, the roadside unit transmits the risk information group received from the management device 301 to the vehicle 2 existing in its communicable area.

[0160] When the out-vehicle communication unit 41 receives the risk information group from the roadside unit, it outputs the received risk information group to the in-vehicle communication unit 42.

[0161] (In-Vehicle Communication Unit) For example, the in-vehicle communication unit 42 notifies the driver of the vehicle 2 of the risk information group received by the out-vehicle communication unit 41.

[0162] More specifically, for example, the in-vehicle communication unit 42 is connected to the navigation device 71 via the communication bus 62 and the communication port 40. The communication bus 62 is, for example, a CAN bus that conforms to the CAN standard. The communication port 40 is a terminal capable of connecting the communication bus 62.

[0163] When the in-vehicle communication unit 42 receives a group of danger information from the out-vehicle communication unit 41, it transmits the group of danger information to the navigation device 71.

[0164] When the navigation device 71 receives a group of danger information from the second in-vehicle device 201, it performs notification processing based on the received group of danger information. Specifically, for example, the navigation device 71 displays, on its own display unit, the location of the danger factor K indicated by the danger information and the avoidance lane indicated by the avoidance information included in the group of danger information. In addition, when the navigation device 71 includes image information indicating an image including the danger factor K in the group of danger information, it may be configured to display the image on its own display unit.

[0165] In addition, the second in-vehicle device 201 and the navigation device 71 may be configured to perform communication according to standards other than CAN, such as CAN FD, Ethernet, FlexRay, MOST, LIN, and CXPI. Further, the second in-vehicle device 201 and the navigation device 71 may be configured to perform wireless communication according to a standard such as Bluetooth.

[0166] In addition, the navigation device 71 may be configured to notify the driver of the vehicle 2 by means other than displaying the location of the danger factor K and the avoidance lane on its own display unit, for example, by voice. Further, the in-vehicle communication unit 42 in the second in-vehicle device 201 may be configured to transmit either the danger information or the avoidance information included in the group of danger information from the out-vehicle communication unit 41 to the navigation device 71.

[0167] In addition, the in-vehicle communication unit 42 may be configured to transmit the danger information included in the danger information group from the out-vehicle communication unit 41 to a vibrator provided in a device that comes into contact with the driver, such as a seat belt, a driver's seat, and a steering wheel. For example, when the distance between the location where the danger factor K indicated by the danger information received from the second in-vehicle device 201 and the position of the vehicle 1 is equal to or less than a predetermined value, the vibrator vibrates the device to notify the driver of the vehicle 2 that the location where the danger factor K occurs is approaching.

[0168] In addition, the transmission unit 32 in the management device 301 may be configured to directly transmit the danger information group from the danger information creation unit 22 to the vehicle 2 without going through the roadside unit. In this case, for example, the second in-vehicle device 201 transmits probe data indicating the position of the vehicle 2 during the travel of the vehicle 2 and the time when the vehicle 2 passes through the position to the management device 301. The transmission unit 32 selects the vehicle 2 that is the transmission target of the danger information group based on the probe data.

[0169] [Operation flow] FIG. 5 is a flowchart defining the operation procedure when the first in-vehicle device according to the embodiment of the present disclosure transmits the vehicle information group.

[0170] Referring to FIG. 5, first, the first in-vehicle device 101 acquires the biometric information of the driver of the vehicle 1 from the vital sensor 51. For example, as described above, the first in-vehicle device 101 acquires biometric information indicating the measured value of the driver's heart rate and the measurement time from the vital sensor 51 (step S101).

[0171] Next, the first in-vehicle device 101 performs a detection process of detecting an event related to the mental state of the driver of the vehicle 1 based on the biometric information acquired from the vital sensor 51. For example, as described above, the first in-vehicle device 101 checks whether the measured value of the heart rate indicated by the biometric information is equal to or greater than the threshold Th1 (step S102).

[0172] Next, when the first in-vehicle device 101 detects an event in the detection process, that is, when the measured value of the heart rate indicated by the biological information from the vital sensor 51 is equal to or greater than the threshold value Th1 (YES in step S103), the first in-vehicle device 101 creates event information indicating that the event has been detected and the event occurrence time ta which is the measurement time indicated by the biological information (step S104).

[0173] Next, the first in-vehicle device 101 acquires, from the storage unit 17, corresponding steering wheel information which is one or more pieces of steering wheel information during the event period T including the event occurrence time ta indicated by the created event information (step S105).

[0174] Next, the first in-vehicle device 101 acquires, from the storage unit 17, corresponding brake information which is one or more pieces of brake information during the event period T (step S106).

[0175] Next, the first in-vehicle device 101 acquires, from the storage unit 17, corresponding image information which is one or more pieces of image information during the event period T (step S107).

[0176] Next, the first in-vehicle device 101 acquires, from the storage unit 17, corresponding position information which is one or more pieces of position information during the event period T (step S108). Note that steps S105 to S108 may be executed in a different order or in parallel.

[0177] Next, the first in-vehicle device 101 creates travel trajectory information indicating the travel trajectory of the vehicle 1 during the event period T based on the acquired corresponding position information and the map information MP1 (step S109).

[0178] Next, the first in-vehicle device 101 transmits a vehicle information group including the created event information and travel trajectory information, and the corresponding steering wheel information, corresponding brake information, corresponding image information, and corresponding position information acquired from the storage unit 17 to the management device 301 (step S110).

[0179] On the one hand, when the first in-vehicle device 101 does not detect an event, that is, when the measured value of the heart rate indicated by the biological information from the vital sensor 51 is less than the threshold value Th1 (NO in step S103), the first in-vehicle device 101 acquires new biological information from the vital sensor 51 (step S101).

[0180] FIG. 6 is a flowchart defining the operation procedure when the management device according to the embodiment of the present disclosure creates danger information. FIG. 6 shows a case where the management device 301 creates danger information based on a vehicle information group received from each of a plurality of first in-vehicle devices 101.

[0181] Referring to FIG. 6, first, until a certain period of time has elapsed (NO in step S202), the management device 301 stores the vehicle information group received from each first in-vehicle device 101 in the storage unit 24 (step S201).

[0182] Next, when a certain period of time has elapsed (YES in step S202), the management device 301 performs a determination process of determining whether there is a danger factor K for the running of vehicle 2 based on the plurality of vehicle information groups stored in the storage unit 24 (step S203).

[0183] Next, when the management device 301 determines that the danger factor K exists (YES in step S204), it specifies road A or avoidance source lane B on which vehicle 1 was running at the avoidance time tb when vehicle 1 avoided the danger factor K (step S205).

[0184] Next, the management device 301 creates danger information regarding the danger factor K. For example, as described above, the management device 301 creates danger information indicating the specified road A or avoidance source lane B as the occurrence location of the danger factor K (step S206).

[0185] Next, the management device 301 creates avoidance information regarding the avoidance of the danger factor K. For example, as described above, the management device 301 creates avoidance information based on the running trajectory information included in the vehicle information group used in the determination process (step S207).

[0186] Next, the management device 301 transmits the created group of danger information including the danger information and the avoidance information to the vehicle 2 (step S208).

[0187] Next, after a certain period of time has elapsed since the previous determination process (YES in step S202), the management device 301 performs a new determination process (step S203).

[0188] On the other hand, when the management device 301 determines that there is no danger factor K (NO in step S204), after a certain period of time has elapsed since the previous determination process (YES in step S202), the management device 301 performs a new determination process (step S203).

[0189] FIG. 7 is a diagram showing a sequence of processes of the first in-vehicle device, the management device, and the second in-vehicle device in the vehicle driving support system according to the embodiment of the present disclosure.

[0190] Referring to FIG. 7, first, the first in-vehicle device 101 acquires biometric information of the driver of the vehicle 1 from the vital sensor 51 (step S301).

[0191] Next, the first in-vehicle device 101 performs a detection process of detecting an event related to the mental state of the driver based on the acquired biometric information (step S302).

[0192] Next, the first in-vehicle device 101 acquires corresponding steering wheel information indicating the time-series change of the steering angle of the steering wheel during the event period T including the event occurrence time ta when the event occurred from the storage unit 17 (step S303).

[0193] Next, the first in-vehicle device 101 acquires corresponding brake information indicating the time-series change of the brake pressure during the event period T from the storage unit 17 (step S304).

[0194] Next, the first in-vehicle device 101 acquires from the storage unit 17 corresponding position information indicating the time-series change in the position of the vehicle 1 during the event period T (step S305).

[0195] Next, the first in-vehicle device 101 acquires from the storage unit 17 corresponding image information indicating the time-series images during the event period T (step S306). Note that steps S303 to S306 may be executed in a different order or in parallel.

[0196] Next, the first in-vehicle device 101 creates travel trajectory information indicating the travel trajectory of the vehicle 1 during the event period T based on the acquired corresponding position information and the map information MP1 (step S307).

[0197] Next, the first in-vehicle device 101 transmits to the management device 301 a vehicle information group including the created event information and travel trajectory information, and the corresponding steering information, corresponding brake information, corresponding image information, and corresponding position information acquired from the storage unit 17 (step S308).

[0198] Next, the management device 301 performs a determination process to determine whether or not there is a risk factor K for the travel of the vehicle 2 on Road A based on the vehicle information group received from the first in-vehicle device 101. Here, it is assumed that the management device 301 determines that there is a risk factor K on Road A (step S309).

[0199] Next, the management device 301 creates risk information regarding the risk factor K. For example, as described above, the management device 301 creates information indicating the location where the risk factor K occurs as the risk information (step S310).

[0200] Next, the management device 301 creates avoidance information regarding the avoidance of the risk factor K. For example, as described above, the management device 301 creates the avoidance information based on the travel trajectory information included in the vehicle information group received from the first in-vehicle device 101 and the map information MP2 (step S311).

[0201] Next, the management device 301 transmits the created group of danger information including the danger information and the avoidance information to the second vehicle-mounted device 201 (step S312).

[0202] Next, the second vehicle-mounted device 201 performs notification processing based on the group of danger information received from the management device 301 (step S313).

[0203] In the vehicle driving support system 501 according to the embodiment of the present disclosure, the management device 301 is configured to transmit the danger information to the vehicle 2 which is the following vehicle of the vehicle 1. However, the present disclosure is not limited to this. For example, when it is determined that the danger factor K exists across the driving lane of the vehicle 1 and the oncoming lane on the road A having an oncoming lane, the management device 301 may be configured to transmit the danger information to the vehicle 2 traveling in the oncoming lane.

[0204] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, the first vehicle-mounted device 101 is configured to transmit the steering wheel information indicating the time-series change of the steering angle of the steering wheel of the vehicle 1 to the management device 301. However, the present disclosure is not limited to this. The first vehicle-mounted device 101 may be configured to transmit the information indicating the time-series change of the operation direction of the steering wheel as the steering wheel information to the management device 301.

[0205] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, the management device 301 is configured to identify the original avoidance lane B on which the vehicle 1 was traveling at the avoidance time tb, and transmit the danger information indicating the identified original avoidance lane B as the occurrence location of the danger factor K to the vehicle 2. However, the present disclosure is not limited to this. The management device 301 may be configured to transmit the information indicating the position of the vehicle 1 at the avoidance time tb as the danger information to the vehicle 2.

[0206] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, although the management device 301 is configured to determine that a risk factor K exists on the road A when the time difference of the avoidance time tb is equal to or less than a predetermined value G and the avoidance source lane B is the same among a plurality of vehicles 1, the present disclosure is not limited thereto. The management device 301 may be configured to determine that a risk factor K exists on the road A when the time difference of the avoidance time tb is equal to or less than a predetermined value G and the difference in the positions of the vehicles 1 at the avoidance time tb is equal to or less than a predetermined value P among a plurality of vehicles 1.

[0207] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, although the first in-vehicle device 101 is configured to perform a detection process of detecting an event related to the mental state of the driver based on the biometric information or measurement information of the driver of the vehicle 1, the present disclosure is not limited thereto. The management device 301 may be configured to perform the detection process based on the biometric information or measurement information received from the first in-vehicle device 101.

[0208] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, although the management device 301 is configured to create avoidance information based on the driving information included in the vehicle information group received from the first in-vehicle device 101, the present disclosure is not limited thereto. The management device 301 may be configured not to create avoidance information.

[0209] Also, part or all of the functions of the management device 301 according to the embodiment of the present disclosure may be provided by cloud computing. That is, the management device 301 according to the embodiment of the present disclosure may be a cloud server configured by a plurality of servers.

[0210] Also, in the vehicle driving support system 501 according to the embodiment of the present disclosure, the first in-vehicle device 101 may be configured to have part or all of the functions of the management device 301.

[0211] Incidentally, while the vehicle 2 is in motion, there may be a case where the driver cannot confirm the presence of a risk factor K existing in front of the vehicle 2 because it is hidden by another vehicle traveling in front of the vehicle 2. Further, for example, when the vehicle 2 is traveling on a road with few streetlights, even if the driver has the headlights of the vehicle 2 turned on, the driver may be slow to notice the risk factor K and may not be able to avoid the risk factor K.

[0212] In the technology described in Patent Document 1, the driver needs to watch a video captured by a preceding vehicle that precedes the vehicle in order to check the situation in front of the vehicle, such as the presence or absence of obstacles and broken-down vehicles. Therefore, the burden on the driver is large. Further, since the preceding vehicle needs to constantly transmit the video while in motion, the communication cost increases.

[0213] On the other hand, in the vehicle driving support system 501 and the vehicle driving support method according to the embodiment of the present disclosure, with the above-described configuration and method, it is possible to reduce the burden on the driver while suppressing an increase in communication cost.

[0214] Each process (each function) of the above-described embodiments is realized by a processing circuit including one or more processors. The processing circuit may be configured by, in addition to the one or more processors, an integrated circuit in which one or more memories, various analog circuits, and various digital circuits are combined. The one or more memories store a program (instruction) for causing the one or more processors to execute each process. The one or more processors may execute each process according to the program read from the one or more memories, or may execute each process according to a logic circuit designed in advance to execute each process. The processor may be various processors suitable for computer control, such as a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), a DSP (Digital Signal Processor), an FPGA (Field Programmable Gate Array), and an ASIC (Application Specific Integrated Circuit). Note that the plurality of physically separated processors may cooperate with each other to execute each process. For example, the processors mounted on each of a plurality of physically separated computers may cooperate with each other to execute each process via a network such as a LAN (Local Area Network), a WAN (Wide Area Network), and the Internet. The program may be installed in the memory via the network from an external server device or the like, or may be distributed in a state stored in a recording medium such as a CD-ROM (Compact Disc Read Only Memory), a DVD-ROM (Digital Versatile Disk Read Only Memory), and a semiconductor memory, and may be installed in the memory from the recording medium.

[0215] The above description includes the features appended below. [Appendix 1] An in-vehicle device mounted on a first vehicle, and A vehicle driving support system including a management device, The in-vehicle device acquires biometric information of the driver of the first vehicle and measurement information indicating a measurement result related to the driving of the first vehicle, and transmits the acquired biometric information and measurement information to the management device. Based on the biometric information and the measurement information received from the in-vehicle device, the management device performs a creation process of creating risk information related to risk factors for the driving of a second vehicle different from the first vehicle, and transmits the created risk information to the second vehicle. The vehicle driving support system further includes Another in-vehicle device mounted on the second vehicle, The other in-vehicle device performs a notification process based on the risk information received from the management device. A vehicle driving support system.

[0216] [Appendix 2] An information transmission method in an in-vehicle device mounted on a vehicle, Obtaining biometric information of the driver of the vehicle or measurement information indicating a measurement result related to the driving of the vehicle; Detecting an event related to the mental state of the driver based on the obtained biometric information or the measurement information; Transmitting driving information related to the driving of the vehicle during a period including the occurrence time of the detected event to an external device outside the vehicle. An information transmission method.

[0217] [Appendix 3] An information transmission program used in an in-vehicle device mounted on a vehicle, A computer, An acquisition unit that acquires biometric information of the driver of the vehicle or measurement information indicating a measurement result related to the driving of the vehicle; A detection unit that detects an event related to the mental state of the driver based on the biometric information or the measurement information acquired by the acquisition unit; A transmission unit that transmits driving information regarding the running of the vehicle during a period including the occurrence time of the event detected by the detection unit to an external device outside the vehicle. An information transmission program for causing it to function.

[0218] [Appendix 4] Equipped with a processing circuit, The processing circuit, Acquires biometric information of the driver of the vehicle or measurement information indicating a measurement result related to the driving of the vehicle, Based on the acquired biometric information or the measurement information, detects an event related to the mental state of the driver, An in-vehicle device that transmits driving information regarding the running of the vehicle during a period including the occurrence time of the detected event to an external device outside the vehicle.

[0219] [Appendix 5] A vehicle driving support method in a management device, Receiving biometric information of the driver of the vehicle and measurement information indicating a measurement result related to the driving of the vehicle from an in-vehicle device mounted on the vehicle; Based on the received biometric information and the measurement information, creating risk information regarding risk factors for the running of another vehicle different from the vehicle; And transmitting the created risk information to the other vehicle. A vehicle driving support method including the steps.

[0220] [Appendix 6] A vehicle driving support program used in a management device, Causing a computer to, A receiving unit that receives biometric information of the driver of the vehicle and measurement information indicating a measurement result related to the driving of the vehicle from an in-vehicle device mounted on the vehicle; A creating unit that creates risk information regarding risk factors for the running of another vehicle different from the vehicle based on the biometric information and the measurement information received by the receiving unit; A transmission unit that transmits the danger information created by the creation unit to the other vehicle A vehicle driving support program for functioning as

[0221] [Appendix 7] Equipped with a processing circuit The processing circuit Receives biometric information of the driver of the vehicle and measurement information indicating the measurement results related to the driving of the vehicle from an in-vehicle device mounted on the vehicle Based on the received biometric information and measurement information, creates danger information related to danger factors for the driving of another vehicle different from the vehicle A management device that transmits the created danger information to the other vehicle

Explanation of Signs

[0222] 1, 2 Vehicles 10, 10A, 10B, 40 Communication ports 11 Biometric information acquisition unit 12, 42 In-vehicle communication units 13 Detection unit 14 Collection unit 15 Creation unit 16, 41 Out-of-vehicle communication units 17, 25 Storage units 21 Communication unit 22 Danger information creation unit 23 Lane identification unit 24 Avoidance information creation unit 31 Receiver 32 Transmitter 51 Vital sensor 52, 52A, 52B, 52C, 52D In-vehicle devices 61, 61A, 61B, 62 Communication buses 71 Navigation device 101 First in-vehicle device 201 Second in-vehicle device 301 Management device 501 Vehicle driving support system K Danger factor

Claims

1. An in-vehicle device mounted on a first vehicle and, a management device, wherein the in-vehicle device acquires biometric information of the driver of the first vehicle and measurement information indicating a measurement result related to the operation of the first vehicle, and transmits the acquired biometric information and measurement information to the management device, the management device performs a creation process of creating risk information related to a risk factor for the running of a second vehicle different from the first vehicle based on the biometric information and the measurement information received from the in-vehicle device, and transmits the created risk information to the second vehicle, a vehicle driving support system.

2. The measurement information includes steering wheel information indicating a history of the operation direction of the steering wheel of the first vehicle by the driver, the management device further performs a lane identification process of identifying the lane in which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle avoided the risk factor, based on the steering wheel information included in the measurement information received from the in-vehicle device, the management device further transmits information indicating the identified lane as the occurrence location of the risk factor to the second vehicle, the vehicle driving support system according to claim 1.

3. The management device transmits information indicating the lane located in the direction opposite to the operation direction at the avoidance time as the occurrence location to the second vehicle, the vehicle driving support system according to claim 2.

4. The steering wheel information indicates the time-series change of the steering angle of the steering wheel as the history, the vehicle driving support system according to claim 2 or claim 3.

5. the in-vehicle device further transmits image information indicating a time-series of images taken in the first vehicle to the management device, the management device further performs a lane identification process of identifying the lane in which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle avoided the risk factor, based on the image information received from the in-vehicle device, the management device further transmits information indicating the identified lane as the occurrence location of the risk factor to the second vehicle, the vehicle driving support system according to claim 1.

6. the in-vehicle device further transmits position information indicating the time-series change of the position of the first vehicle to the management device, The management device further performs a lane identification process of identifying the lane on which the first vehicle was traveling at the avoidance time, which is the time when the first vehicle avoided the risk factor, based on the position information received from the in-vehicle device and the map information. The vehicle driving support system according to claim 1, wherein the management device further transmits information indicating the identified lane as the location where the risk factor occurred to the second vehicle.

7. The management device performs the lane identification process for each of the plurality of in-vehicle devices respectively mounted on the plurality of first vehicles. The plurality of in-vehicle devices includes the first in-vehicle device and the second in-vehicle device. When the time difference between the first avoidance time, which is the avoidance time of the first vehicle on which the first in-vehicle device is mounted, and the second avoidance time, which is the avoidance time of the first vehicle on which the second in-vehicle device is mounted, is equal to or less than a predetermined value, and the lane on which the first vehicle on which the first in-vehicle device is mounted was traveling at the first avoidance time is the same as the lane on which the first vehicle on which the second in-vehicle device is mounted was traveling at the second avoidance time, the management device determines that the risk factor exists and decides to perform the creation process. The vehicle driving support system according to claim 2.

8. The in-vehicle device further detects an event related to the mental state of the driver based on the acquired biometric information or measurement information. The in-vehicle device further transmits driving information related to the driving of the first vehicle during an event period including the occurrence time of the detected event to the management device based on the position information of the first vehicle and the map information. The vehicle driving support system according to claim 1 or claim 2, wherein the management device further creates avoidance information related to the avoidance of the risk factor based on the driving information received from the in-vehicle device and transmits the created avoidance information to the second vehicle.

9. The vehicle driving support system according to claim 8, wherein the driving information includes information indicating the driving trajectory of the first vehicle during the event period.

10. The vehicle driving support system according to claim 8, wherein the driving information includes the measurement information indicating the measurement result during the event period.

11. An in-vehicle device mounted on a vehicle, an acquisition unit that acquires biometric information of the driver of the vehicle or measurement information indicating a measurement result related to the driving of the vehicle. A detection unit that detects an event related to the mental state of the driver based on the biological information or the measurement information acquired by the acquisition unit; An in-vehicle device comprising: a transmission unit that transmits driving information related to the running of the vehicle to an external device outside the vehicle during an event period including the occurrence time of the event detected by the detection unit.

12. The in-vehicle device according to claim 11, wherein the event period further includes a time before the occurrence time of the event.

13. The in-vehicle device according to claim 11 or 12, wherein the event period further includes a time after the occurrence time of the event.

14. The in-vehicle device according to claim 11, wherein the event period further includes times before and after the occurrence time of the event.

15. The acquisition unit further acquires event position information indicating a time-series change in the position of the vehicle during the event period. The in-vehicle device further comprises: A creation unit that creates travel trajectory information indicating the travel trajectory of the vehicle during the event period based on the event position information acquired by the acquisition unit and map information. The in-vehicle device according to claim 11, wherein the transmission unit transmits the travel trajectory information created by the creation unit to the external device as the driving information.

16. The acquisition unit acquires the measurement information indicating the measurement result during the event period. The in-vehicle device according to claim 11, wherein the transmission unit transmits the measurement information acquired by the acquisition unit to the external device as the driving information.

17. A reception unit that receives biological information of a driver of a vehicle and measurement information indicating a measurement result related to the driving of the vehicle from an in-vehicle device mounted on the vehicle; A creation unit that creates risk information related to a risk factor for the running of another vehicle different from the vehicle based on the biological information and the measurement information received by the reception unit; A management device comprising: a transmission unit that transmits the risk information created by the creation unit to the other vehicle.

18. A vehicle driving support method in a vehicle driving support system including an in-vehicle device mounted on a first vehicle and a management device, the method comprising: A step in which the in-vehicle device acquires biological information of a driver of the first vehicle and measurement information indicating a measurement result related to the driving of the first vehicle, and transmits the acquired biological information and measurement information to the management device. The vehicle driving support method includes a creation process in which the management device creates risk information regarding risk factors for the driving of a second vehicle different from the first vehicle based on the biometric information and the measurement information received from the in-vehicle device, and a step of transmitting the created risk information to the second vehicle.

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