Operation Diagnosis Device, Operation Diagnosis System, Operation Diagnosis Method, and Program

Abstract

To provide a drive diagnosis device, a drive diagnosis system, a drive diagnosis method, and a program that are capable of reliably determining whether or not a vehicle is traveling while expanding in a direction opposite to the direction indicated by a blinker lever.SOLUTION: A drive diagnosis device comprises a drive diagnosis unit. Under a condition that a blinker lever of a vehicle 30 has been moved to a predetermined position and a vehicle is traveling forward, when an absolute value of a cumulative value of a yaw-angle of the vehicle in a direction indicated by the blinker lever is equal to a first threshold value or less, and when an absolute value of a steering angle of a steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in a direction opposite to the direction indicated by the blinker lever, the drive diagnosis unit determines that the vehicle is traveling while expanding in the opposite direction at a cross point Is.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to an operation diagnosis device, an operation diagnosis system, an operation diagnosis method, and a program.

Background Art

[0002] Patent Document 1 below discloses an invention capable of detecting a large turn of a vehicle.

Prior Art Document

Patent Document

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] Patent Document 1 above cannot accurately determine whether a vehicle is running while swelling in a direction opposite to the direction indicated by a turn signal lever at an intersection.

[0005] In consideration of the above fact, an object of the present invention is to obtain an operation diagnosis device, an operation diagnosis system, an operation diagnosis method, and a program capable of accurately determining whether a vehicle is running while swelling in a direction opposite to the direction indicated by a turn signal lever at an intersection.

Means for Solving the Problems

[0006] The operation diagnosis device according to claim 1 includes an operation diagnosis unit that determines that the vehicle is running while swelling in the opposite direction at an intersection when, under the condition that a turn signal lever of the vehicle moves to a predetermined position and the vehicle is moving forward, an absolute value of a cumulative value of a yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value, and an absolute value of a steering angle of a steering wheel of the vehicle indicates that the steering wheel has rotated in a direction opposite to the direction indicated by the turn signal lever by a second threshold value or more. comprises, wherein the first threshold value is 150 degrees and the second threshold value is 25 degrees is.

[0007] The driving diagnosis device according to claim 1 can accurately determine whether the vehicle is traveling while swelling in a direction opposite to the direction indicated by the turn signal lever at an intersection.

[0008] In the driving diagnosis device according to claim 2, in the invention according to claim 1, when the absolute value of the yaw rate in the opposite direction of the vehicle becomes equal to or greater than a third threshold value, the driving diagnosis unit determines that the vehicle is traveling while swelling in the opposite direction at the intersection.

[0009] In the invention according to claim 2, it is possible to more accurately determine whether the vehicle is traveling while swelling in a direction opposite to the direction indicated by the turn signal lever at an intersection.

[0010] The driving diagnosis system according to claim 3 includes a yaw angle detection unit that detects the yaw angle, a steering angle sensor that detects the steering angle, the turn signal lever, and the driving diagnosis unit.

[0011] The driving diagnosis method according to claim 4 includes a step of determining that the vehicle is traveling while swelling in the opposite direction at an intersection when, under the condition that the turn signal lever of the vehicle moves to a predetermined position and the vehicle is traveling forward, the absolute value of the cumulative value of the yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value, and the absolute value of the steering angle of the steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in a direction opposite to the direction indicated by the turn signal lever. has, wherein the first threshold value is 150 degrees and the second threshold value is 25 degrees There is.

[0012] The program according to the invention described in claim 5 causes a computer to execute a process of determining that the vehicle is traveling while swelling at an intersection in the opposite direction to the direction indicated by the turn signal lever, when the absolute value of the cumulative value of the yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value and the vehicle is moving forward, and when the absolute value of the steering angle of the steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in the direction opposite to the direction indicated by the turn signal lever. causes, wherein the first threshold value is 150 degrees and the second threshold value is 25 degrees is.

Effect of the Invention

[0013] As described above, the driving diagnosis apparatus, the driving diagnosis system, the driving diagnosis method, and the program according to the present invention have an excellent effect of being able to accurately determine whether or not the vehicle is traveling while swelling at an intersection in the opposite direction to the direction indicated by the turn signal lever.

Brief Description of the Drawings

[0014]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0015] Hereinafter, embodiments of the driving diagnosis device 10, the driving diagnosis system 100, the driving diagnosis method, and the program according to the present invention will be described with reference to the drawings. The driving diagnosis system 100 (hereinafter referred to as the system 100) of the present embodiment includes a driving diagnosis device 10, a vehicle 30, and a mobile terminal 50.

[0016] The vehicle 30 capable of data communication with the operation diagnosis device 10 via a network has, as shown in FIG. 1, an ECU (Electronic Control Unit) 31, a vehicle speed sensor 32, a shift lever 33, a shift position sensor 34, a yaw rate sensor (yaw angle detection unit) 35, a steering angle sensor 36, a turn signal switch 37, and a GPS (Global Positioning System) receiver 38. The vehicle 30 capable of receiving the diagnosis by the operation diagnosis device 10 is assigned a vehicle ID. The vehicle speed sensor 32, the shift position sensor 34, the yaw rate sensor 35, the steering angle sensor 36, the turn signal switch 37, and the GPS receiver 38 are connected to the ECU 31. The ECU 31 includes a CPU, a ROM, a RAM, a storage, a communication I / F, and an input / output I / F. The CPU, ROM, RAM, storage, communication I / F, and input / output I / F of the ECU 31 are communicably connected to each other via a bus. The CPU of the ECU 31 performs control of each component and various arithmetic processes (information processing) according to a program recorded in the ROM or the storage. Further, the CPU can acquire information regarding the date and time from a timer (not shown). The ROM, RAM, storage, communication I / F, and input / output I / F of the ECU 31 have the same configuration and functions as the ROM 12B, RAM 12C, storage 12D, communication I / F 12E, and input / output I / F 12F of the first server 12 described later, respectively. Details of these functions will be described later. The above network includes a communication network of a communication carrier and the Internet network. The vehicle 30, the first server 12, the fourth server 18, and the mobile terminal 50 described later perform data communication via the above network.

[0017] Furthermore, as shown in FIG. 1, the vehicle 30 has an accelerator pedal 30A and a brake pedal 30B. When the accelerator pedal 30A is depressed by the foot of the driver of the vehicle 30, the drive source (not shown) of the vehicle 30 is controlled by the ECU 31. Note that the drive source of the vehicle 30 includes at least one of an internal combustion engine and an electric motor. When the brake pedal 30B is depressed by the foot of the driver, the brake device (not shown) of the vehicle 30 is controlled by the ECU 31.

[0018] Furthermore, the vehicle 30 has a steering wheel 30C. When the steering wheel 30C is rotationally operated by the driver, the steering angle of the steering wheel 30C changes. Furthermore, the vehicle 30 has a wiper lever 30D. The wiper lever 30D is rotatable from a predetermined neutral position (initial position) to a first position (predetermined position) on the upper side and a second position (predetermined position) on the lower side, respectively.

[0019] The vehicle 30 is provided with a vehicle speed sensor 32 that detects the vehicle speed of the vehicle 30. The shift lever 33 provided on the vehicle 30 is movable to each shift position of the D (Drive) range, R (Reverse) range, P (Parking) range, and N (Neutral) range. That is, the vehicle 30 is an automatic vehicle (AT vehicle). The shift position of the shift lever 33 is detected by a shift position sensor 34. As is well known, when the shift lever 33 is in the D range, the vehicle 30 can travel forward by the driving force of the drive source, and when the shift lever 33 is in the R range, the vehicle 30 can travel backward by the driving force of the drive source. The yaw rate sensor 35 detects the yaw rate of the vehicle 30. In this specification, the sign representing the magnitude of the counterclockwise yaw angle of the vehicle 30 in a plan view is (+), and the sign representing the magnitude of the clockwise yaw angle is minus (-). The steering angle sensor 36 detects the steering angle of the steering wheel 30C. In this specification, the sign representing the magnitude of the steering angle when the steering wheel 30C rotates counterclockwise as viewed by the driver is plus (+), and the sign representing the magnitude of the steering angle when it rotates clockwise is minus (-). The turn signal switch 37 detects the operation of the turn signal lever 30D. For example, when the turn signal switch 37 detects that the turn signal lever 30D is in the first position, the left turn indicator (not shown) provided on the vehicle 30 lights up under the control of the ECU 31. On the other hand, when the turn signal switch 37 detects that the turn signal lever 30D is in the second position, the right turn indicator (not shown) provided on the vehicle 30 lights up under the control of the ECU 31. The GPS receiver 38 acquires information regarding the position where the vehicle 30 is traveling (hereinafter referred to as "position information") by receiving the GPS signal transmitted from the GPS satellite. The detection values detected by the vehicle speed sensor 32, the shift position sensor 34, the yaw rate sensor 35, the steering angle sensor 36, and the turn signal switch 37 are transmitted to the ECU 31 via the CAN (Controller Area Network) provided on the vehicle 30 and stored in the storage of the ECU 31 while being associated with the time information representing the detected time and the position information.

[0020] As shown in FIG. 2, the operation diagnosis device 10 includes a first server 12, a second server (operation diagnosis unit) 14, a third server 16, and a fourth server 18. For example, the first server 12, the second server 14, the third server 16, and the fourth server 18 are arranged in one building. The first server 12 and the fourth server 18 are connected to the network. The first server 12 and the second server 14 are connected by a LAN (Local Area Network). The second server 14 and the third server 16 are connected by a LAN. The third server 16 and the fourth server 18 are connected by a LAN. That is, the operation diagnosis device 10 is constructed as a cloud computing system.

[0021] As shown in FIG. 3, the first server 12 includes a CPU (Central Processing Unit: processor) 12A, a ROM (Read Only Memory) 12B, a RAM (Random Access Memory) 12C, a storage 12D, a communication I / F (Inter Face) 12E, and an input / output I / F 12F. The CPU 12A, the ROM 12B, the RAM 12C, the storage 12D, the communication I / F 12E, and the input / output I / F 12F are communicably connected to each other via a bus 12Z. The first server 12 can acquire information regarding the date and time from a timer (not shown).

[0022] The CPU 12A is a central arithmetic processing unit that executes various programs and controls each part. That is, the CPU 12A reads a program from the ROM 12B or the storage 12D and executes the program using the RAM 12C as a work area. The CPU 12A performs control of each component and various arithmetic processes (information processing) according to the program recorded in the ROM 12B or the storage 12D.

[0023] The ROM 12B stores various programs and various data. The RAM 12C temporarily stores programs or data as a working area. The storage 12D is composed of a storage device such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive), and stores various programs and various data. The communication I / F 12E is an interface for the first server 12 to communicate with other devices. The input / output I / F 12F is an interface for communicating with various devices.

[0024] Detection value data, which is data representing the detection values detected by the vehicle speed sensor 32, the shift position sensor 34, the yaw rate sensor 35, the steering angle sensor 36, the turn signal switch 37, and the GPS receiver 38 of the vehicle 30, is transmitted from the communication I / F of the vehicle 30 to the communication I / F 12E of the first server 12 via the network every time a predetermined time elapses, and the detection value data is recorded in the storage 12D. All the detection value data recorded in the storage 12D includes information regarding the vehicle ID, time information, and position information.

[0025] The basic configurations of the second server 14, the third server 16, and the fourth server 18 are the same as that of the first server 12.

[0026] FIG. 4 shows an example of the functional configuration of the second server (computer) 14 in a block diagram. The second server 14 includes, as functional components, a transmission / reception control unit 141, a scene extraction unit 142, a KPI acquisition unit 143, a score calculation unit 144, and a deletion unit 145. The transmission / reception control unit 141, the scene extraction unit 142, the KPI acquisition unit 143, the score calculation unit 144, and the deletion unit 145 are realized by the CPU of the second server 14 reading and executing a program stored in the ROM.

[0027] The transmission / reception control unit 141 controls the communication I / F of the second server 14. The communication I / F of the second server 14 transmits and receives information with the communication I / Fs of the first server 12 and the third server 16 via the LAN. The detection value data recorded in the storage 12D of the first server 12 is transmitted to the communication I / F of the second server 14 while being associated with the vehicle ID, time information, and position information. The detection value data transmitted from the first server 12 to the second server 14 includes a data group acquired during a predetermined data detection time. This data detection time is, for example, 30 minutes. Hereinafter, a data group corresponding to one vehicle ID and acquired during the data detection time is referred to as a "detection value data group". The detection value data groups recorded in the first server 12 are transmitted to the communication I / F of the second server 14 in order from the oldest acquired time. More specifically, when the detection value data group is deleted from the storage of the second server 14 as described later, a detection value data group newer than the said detection value data group is transmitted from the first server 12 to the second server 14, and this new detection value data group is stored in the storage of the second server 14.

[0028] The scene extraction unit 142 discriminates the detection value data group stored in the storage of the second server 14 into data representing a specific detection value and other data. More specifically, the scene extraction unit 142 treats the data necessary for obtaining the KPI described later as data representing a specific detection value.

[0029] Figure 5 is the scene list 22 recorded in the ROM of the second server 14. The scene list 22 is defined based on the operation contents of various operation members of the vehicle 30. The largest items of the scene list 22 are the categories "Safety" and "Comfort". The operation members defined in the scene list 22 include, for example, the accelerator pedal 30A, the brake pedal 30B, and the steering wheel 30C.

[0030] The extraction condition 1 included in the category "Safety" is established when all of the following conditions A, B, and C are satisfied. Condition A: The shift lever 33 is in the D range. Here, assume a case where the shift lever 33 moves from a shift position other than the D range (P range, R range, N range) to the D range at a predetermined moving time. Further, define the time period between the first time that is a first predetermined time before the moving time and the second time that is a second predetermined time after the moving time as the exclusion period. If the shift lever 33 is in the D range during this exclusion period, Condition A is not satisfied. For example, the first predetermined time and the second predetermined time are 60 seconds. Condition B: The vehicle speed is not 0 km / h. Condition C: The turn signal lever 30D is in the first position or the second position. Extraction condition 1 is related to a scene regarding the steering wheel 30C, a specific detection value, and a KPI. The scene extraction unit 142 determines whether extraction condition 1 is satisfied based on the detection values of the vehicle speed sensor 32, the shift position sensor 34, and the turn signal switch 37. When it is determined that extraction condition 1 is satisfied, the scene extraction unit 142 extracts, from the detection value data group stored in the storage, the data detected by the yaw rate sensor 35 and the steering angle sensor 36 during the time period when extraction condition 1 is satisfied, as the data representing the specific detection value.

[0031] As shown in FIG. 5, the "Safety" category of the scene list 22 includes extraction conditions different from extraction condition 1, and the "Comfort" category also includes extraction conditions different from extraction condition 1. These extraction conditions are related to a scene regarding the accelerator pedal 30A and the brake pedal 30B, a specific detection value, and a KPI. A detailed description thereof is omitted.

[0032] When any of the extraction conditions described in the scene list 22 is satisfied, the KPI acquisition unit 143 acquires (calculates) the KPI (Key Performance Indicator / Important Performance Evaluation Index) corresponding to the satisfied extraction condition.

[0033] For example, when extraction condition 1 is satisfied, the KPI acquisition unit 143 acquires, as KPIs, the detection values (specific detection values) of the yaw rate sensor 35 and the steering angle sensor 36 and the yaw rate Yr, yaw angle θy, and steering angle θs of the vehicle 30, which are values based thereon. Note that the KPI acquisition unit 143 acquires the yaw angle θy by integrating the yaw rate Yr.

[0034] For example, as shown in FIG. 6, assume that a straight road Rd1, Rd2, Rd3, Rd4 is connected to the intersection Is, and the vehicle 30 is stopped at the first position PS1 near the end on the intersection Is side of the road Rd1. The dashed-dotted line in the figure is the centerline. Assume that the laws of the country where the roads Rd1, Rd2, Rd3, Rd4 and the intersection Is are installed stipulate that vehicles drive on the left side. Here, assume that when the accelerator pedal 30A of the vehicle 30 with the shift lever 33 in the D range is depressed by the driver, the vehicle 30 enters the road Rd4 while turning right. Further, assume that the vehicle 30 travels forward along the first trajectory Tr1 or the second trajectory Tr2 from the first position PS1 to the second position PS2 on the road Rd4 indicated by the virtual line.

[0035] Here, assume that the shift lever 33 is in the D range, the vehicle speed is greater than 0 km / h, and the turn signal lever 30D is in the second position during a specific time period which is the time period while the vehicle 30 travels from the first position PS1 to the second position PS2. That is, assume that the extraction condition 1 is satisfied during the specific time period. Here, when the vehicle 30 travels in the direction indicated by the turn signal lever 30D, the turning direction of the vehicle 30 and the steering direction of the steering wheel 30C are referred to as the first direction. Also, when the vehicle 30 travels in the direction opposite to the direction indicated by the turn signal lever 30D, the turning direction of the vehicle 30 and the steering direction of the steering wheel 30C are referred to as the second direction. That is, when the turn signal lever 30D is in the first position, the direction in which the vehicle 30 turns left and the counterclockwise steering direction of the steering wheel 30C are the first direction, and the direction in which the vehicle 30 turns right and the clockwise steering direction of the steering wheel 30C are the second direction. Similarly, when the turn signal lever 30D is in the second position, the direction in which the vehicle 30 turns right and the clockwise steering direction of the steering wheel 30C are the first direction, and the direction in which the vehicle 30 turns left and the counterclockwise steering direction of the steering wheel 30C are the second direction.

[0036] Furthermore, define the steering angle θs in the first direction when the absolute value becomes maximum during the specific time period as the first maximum steering angle θms1, and define the total value (cumulative value) of the yaw angle θy in the first direction during the specific time period as the first total yaw angle θyt1. Furthermore, define the steering angle θs in the second direction when the absolute value becomes maximum during the specific time period as the second maximum steering angle θms2, and define the yaw rate Yr in the second direction when the absolute value becomes maximum during the specific time period as the second maximum yaw rate Yrm2.

[0037] When it is determined that all of the following bulge conditions 1 to 5 are satisfied based on the specific detection value, the CPU of the second server 14 determines that the vehicle 30 has traveled while bulging at the intersection Is in the second direction. Hereinafter, the vehicle 30 traveling while bulging in the second direction is referred to as "bulging travel". That is, in this case, in FIG. 6, it is highly likely that the vehicle 30 has advanced along the second trajectory Tr2 from the first position PS1 to the second position PS2. For example, since the two-wheeler 60 may go straight along the arrow D60 on the left side of the road Rd1, it is not preferable for the vehicle 30 to travel along the second trajectory Tr2. Therefore, as will be described later, the score regarding the KPI when all of the bulge conditions 1 to 5 are satisfied is low. On the other hand, when at least one of the bulge conditions 1 to 5 is not satisfied, the CPU of the second server 14 determines that the vehicle 30 has not traveled while bulging at the intersection Is. That is, in this case, in FIG. 6, it is highly likely that the vehicle 30 has traveled along the first trajectory Tr1 from the first position PS1 to the second position PS2. Therefore, as will be described later, the score regarding the KPI when at least one of the bulge conditions 1 to 5 is not satisfied is high. Bulge condition 1: The absolute value of the first total yaw angle θyt1 is less than or equal to the first threshold value. The first threshold value is, for example, 150 (degrees). Further, the sign of the first threshold value when the wiper lever 30D is in the first position is plus (+), and the sign of the first threshold value when it is in the second position is minus (-). Bulge condition 2: The absolute value of the second maximum steering angle θms2 is greater than or equal to the second threshold value. The second threshold value is, for example, 25 (degrees). Further, the sign of the second threshold value when the wiper lever 30D is in the first position is minus (-), and the sign of the second threshold value when it is in the second position is plus (+). Bulge condition 3: The absolute value of the second maximum yaw rate Yrm2 is greater than or equal to the third threshold value. The third threshold value is, for example, 1.5 (degrees / second). Further, the sign of the third threshold value when the wiper lever 30D is in the first position is minus (-), and the sign of the third threshold value when it is in the second position is plus (+). Inflation condition 4: The absolute value of the first maximum steering angle θms1 is greater than or equal to the fourth threshold value and less than or equal to the fifth threshold value. The fourth threshold value is, for example, 60 (degrees), and the fifth threshold value is, for example, 450 (degrees). Further, the signs of the fourth threshold value and the fifth threshold value when the turn signal lever 30D is in the first position are positive (+), and the signs of the fourth threshold value and the fifth threshold value when it is in the second position are negative (-). Inflation condition 5: The specific time period, which is the time when extraction condition 1 is satisfied, is longer than or equal to the sixth threshold value. The sixth threshold value is, for example, 3 seconds.

[0038] Furthermore, assume a case where the vehicle 30 enters from the road Rd1 to the road Rd2 while turning left as shown in FIG. 6 when the accelerator pedal 30A of the vehicle 30 is depressed by the driver. More specifically, assume a case where the vehicle 30 travels from the first position PS1 to the third position PS3 on the road Rd2 indicated by the virtual line along the third trajectory Tr3 or the fourth trajectory Tr4. When all of the inflation conditions 1 to 5 are satisfied, the CPU of the second server 14 determines that the vehicle 30 has traveled through the intersection Is with inflation. In this case, it is highly likely that the vehicle 30 has traveled along the fourth trajectory Tr4 from the first position PS1 to the third position PS3. For example, since the vehicle 65 may travel straight along the arrow D65 on the road Rd3, it is not preferable for the vehicle 30 to travel along the fourth trajectory Tr4. On the other hand, when at least one of the inflation conditions 1 to 5 is not satisfied, the CPU of the second server 14 determines that the vehicle 30 has not traveled through the intersection Is with inflation. In this case, it is highly likely that the vehicle 30 has traveled along the third trajectory Tr3 from the first position PS1 to the third position PS3.

[0039] As will be described later, the score calculation unit 144 calculates a safety score, a comfort score, and a driving operation score based on the calculated KPI.

[0040] When the scene extraction unit 142, the KPI acquisition unit 143, and the score calculation unit 144 complete the above processing for one detected value data group recorded in the storage, the communication I / F of the second server 14 transmits data regarding the acquired safety score, comfort score, and driving operation score to the communication I / F of the third server 16 together with information regarding the vehicle ID.

[0041] When the scene extraction unit 142, the KPI acquisition unit 143, and the score calculation unit 144 complete the above processing for one detected value data group, the deletion unit 145 deletes the detected value data group from the storage of the second server 14.

[0042] The communication I / F of the third server 16 receives data regarding the safety score, comfort score, and driving operation score transmitted from the second server 14. These data received by the communication I / F of the third server 16 are recorded in the storage of the third server 16.

[0043] The fourth server 18 functions as at least a web server and a web app server. The communication I / F of the fourth server 18 receives data transmitted from the communication I / F of the third server 16 and records the received data in the storage.

[0044] The mobile terminal 50 shown in FIG. 2 includes a CPU, a ROM, a RAM, a storage, a communication I / F, and an input / output I / F. The mobile terminal 50 is, for example, a smartphone or a tablet computer. The CPU, ROM, RAM, storage, communication I / F, and input / output I / F of the mobile terminal 50 are communicably connected to each other via a bus. The mobile terminal 50 is provided with a display unit 51 having a touch panel. The display unit 51 is connected to the input / output I / F of the mobile terminal 50.

[0045] The mobile terminal 50 is, for example, owned by the driver of the vehicle 30 to which a vehicle ID is assigned. A predetermined driving diagnosis display application is installed in the mobile terminal 50. The communication I / F of the mobile terminal 50 can perform wireless communication with the communication I / F of the fourth server 18. That is, the communication I / F of the mobile terminal 50 can transmit and receive data with the communication I / F of the fourth server 18. The display unit 51 controlled by the CPU displays, for example, the information received by the communication I / F from the communication I / F of the fourth server 18 and the information input via the touch panel. The information input via the touch panel can be transmitted by the communication I / F of the mobile terminal 50 to the communication I / F of the fourth server 18.

[0046] (Function and effect) Next, the function and effect of the present embodiment will be described.

[0047] First, the flow of the process performed by the CPU of the second server 14 (hereinafter referred to as the second CPU) will be described using the flowchart of FIG. 7. The second CPU repeatedly executes the process of the flowchart of FIG. 7 every time a predetermined time elapses.

[0048] First, in step S10 (hereinafter, the character "step" is omitted), the transmission / reception control unit 141 of the second server 14 determines whether the communication I / F has received the detected value data group from the first server 12. In other words, the transmission / reception control unit 141 determines whether the detected value data group is recorded in the storage of the second server 14.

[0049] When the determination in S10 is Yes, the second CPU proceeds to S11, and the scene extraction unit 142 extracts data representing a specific detected value that satisfies the extraction condition from the detected value data group stored in the storage. Further, the KPI acquisition unit 143 acquires (calculates) each KPI based on the data representing the extracted specific detected value.

[0050] After finishing the process of S11, the second CPU proceeds to S12, and the score calculation unit 144 calculates the safety score, the comfort score, and the driving operation score.

[0051] For example, when the extraction condition 1 in FIG. 5 is satisfied, the score calculation unit 144 acquires KPIs (yaw rate Yr, yaw angle θy, and steering angle θs) related to the extraction condition 1, and determines whether all of the swelling conditions 1 to 5 are satisfied. When all of the swelling conditions 1 to 5 are satisfied, the score for this KPI is 1 point. On the other hand, when at least one of the swelling conditions 1 to 5 is not satisfied, the score for this KPI is 100 points.

[0052] In addition, when an extraction condition other than the extraction condition 1 is satisfied, the score calculation unit 144 calculates the score related to the KPI of each operation target.

[0053] Furthermore, the score calculation unit 144 calculates a safety score and a comfort score. The value (average value) obtained by dividing the total score of the scores related to each KPI corresponding to the extraction conditions 1 to 3 by the number of items (2) in the category "Safety" is the safety score. In this embodiment, since the number of items in the category "Comfort" is "1", the score related to the KPI corresponding to the extraction condition 4 is the comfort score.

[0054] Furthermore, the score calculation unit 144 calculates a driving operation score based on the calculated safety score and comfort score. Specifically, the score calculation unit 144 obtains, as the driving operation score, the value (average value) obtained by dividing the total score of the safety score and the comfort score by the total of the items of the safety score and the comfort score (3).

[0055] After finishing the process of S12, the second CPU proceeds to S13, and the communication I / F transmits data related to the safety score, the comfort score, and the driving operation score to the third server 16 together with information related to the vehicle ID.

[0056] After finishing the process of S13, the second CPU proceeds to S14, and the deletion unit 145 deletes the detected value data group from the storage of the second server 14.

[0057] When it is determined as No in S10 or when the process of S14 is finished, the second CPU temporarily ends the process of the flowchart in FIG. 7.

[0058] Next, the process flow of the CPU of the fourth server 18 (hereinafter referred to as the fourth CPU) will be described using the flowchart of FIG. 8. The fourth CPU repeatedly executes the process of the flowchart of FIG. 8 every time a predetermined time elapses.

[0059] First, in S20, the fourth CPU of the fourth server 18 determines whether a display request has been sent from the communication I / F of the mobile terminal 50 where the operation diagnosis display application is started to the communication I / F of the fourth server 18. That is, the fourth CPU determines whether there has been an access operation from the mobile terminal 50. This display request includes information regarding the vehicle ID associated with the mobile terminal 50.

[0060] When it is determined Yes in S20, the fourth CPU proceeds to S21, and the communication I / F of the fourth server 18 communicates with the third server 16. The communication I / F of the fourth server 18 receives data regarding the safety score, comfort score, and driving operation score corresponding to the vehicle ID associated with the mobile terminal 50 that sent the display request from the communication I / F of the third server 16.

[0061] After finishing the process of S21, the fourth CPU proceeds to S22 and generates data representing the driving diagnosis result image 55 (see FIG. 10) using the data received in S21. The driving diagnosis result image 55 can be displayed on the display unit 51 of the mobile terminal 50 where the operation diagnosis display application is started.

[0062] After finishing the process of S22, the fourth CPU proceeds to S23, and the communication I / F of the fourth server 18 transmits the data generated in S22 to the communication I / F of the mobile terminal 50.

[0063] When it is determined No in S20 or when the process of S23 is finished, the fourth CPU temporarily ends the process of the flowchart of FIG. 8.

[0064] Next, the flow of processing performed by the CPU of the mobile terminal 50 (hereinafter referred to as the terminal CPU) will be described with reference to the flowchart of FIG. 9. The terminal CPU repeatedly executes the processing of the flowchart of FIG. 9 every time a predetermined time elapses.

[0065] First, in S30, the terminal CPU determines whether the driving diagnosis display application is running.

[0066] When the determination in S30 is Yes, the terminal CPU proceeds to S31 and determines whether the communication I / F of the mobile terminal 50 has received data representing the driving diagnosis result image 55 from the communication I / F of the fourth server 18.

[0067] When the determination in S31 is Yes, the terminal CPU proceeds to S32 and causes the display unit 51 to display the driving diagnosis result image 55.

[0068] As shown in FIG. 10, the driving diagnosis result image 55 includes a safety and comfort display unit 56 and a score display unit 57. The safety and comfort display unit 56 displays a safety score and a comfort score. The score display unit 57 displays a driving operation score.

[0069] When the determination in S30 is No or when the processing in S32 is completed, the terminal CPU temporarily ends the processing of the flowchart of FIG. 9.

[0070] As described above, the bulging conditions 1 and 3 of the present embodiment are conditions based on the yaw angle θy (the first total yaw angle θyt1) and the yaw rate Yr (the second maximum yaw rate Yrm2), and the bulging conditions 2 and 4 are conditions based on the steering angle θs (the first maximum steering angle θms1, the second maximum steering angle θms2). Thus, the CPU of the second server 14 uses the steering angle θs in addition to the yaw angle θy (yaw rate Yr) to determine whether the vehicle 30 has traveled in a bulging manner at the intersection Is. Therefore, the CPU of the second server 14 can accurately determine whether the vehicle 30 has traveled in a bulging manner at the intersection Is.

[0071] That is, for example, assume a case where, without using the bulge conditions 2 and 4, the bulge conditions 1 and 3 are used to determine whether the vehicle 30 turning left at the intersection Is in FIG. 11 is in a bulge run. At the intersection Is, the curved roads Rd5 and Rd7 and the straight roads Rd6 and Rd8 are connected, and the vehicle 30 is stopped at the fourth position PS4 near the end of the road Rd5 on the intersection Is side. Assume a case where, when the accelerator pedal 30A of the vehicle 30 with the shift lever 33 in the D range is depressed by the driver, the vehicle 30 travels from the fourth position PS4 on the road Rd5 to the fifth position PS5 on the road Rd6 indicated by the virtual line along the fifth trajectory Tr5. The fifth trajectory Tr5 is a travel trajectory along the extension direction of the road Rd5 and the extension direction of the road Rd6. However, if the vehicle 30 travels along the fifth trajectory Tr5, there is a high possibility that the bulge conditions 1 and 3 are satisfied. That is, although the vehicle 30 travels to the left of the median of the road Rd5 and to the left of the median of the road Rd6, there is a risk of being erroneously determined that the vehicle 30 is in a bulge run at the intersection Is.

[0072] In contrast, in the present embodiment, in addition to the bulge conditions 1 and 3, the bulge conditions 2 and 4 are used to determine whether the vehicle 30 turning left at the intersection Is in FIG. 11 is in a bulge run. Thus, when the vehicle 30 travels along the fifth trajectory Tr5, the possibility that the absolute value of the second maximum steering angle θms of the vehicle 30 becomes equal to or greater than the second threshold value is low. Therefore, in such a case, in the present embodiment, it is not determined that the vehicle 30 is in a bulge run at the intersection Is.

[0073] In addition to the bulge conditions 1, 2, and 4, in the present embodiment where the bulge condition 3 is used, the possibility that the vehicle 30 is erroneously determined to have bulged through the intersection Is is smaller than when the bulge condition 3 is not used. That is, assume a case where the vehicle 30 planning to turn left at the intersection Is in Fig. 6 stops at the first position PS1 and the shift lever 33 is in the D range. Further, assume a case where the driver's body unexpectedly contacts the steering wheel 30C, and the absolute value of the second maximum steering angle θms2 in the clockwise direction (second direction) of the steering wheel 30C of the stationary vehicle 30 becomes equal to or greater than the second threshold value. Therefore, when the bulge condition 3 is not used, when the vehicle 30 starts moving with the absolute value of the second maximum steering angle θms2 remaining equal to or greater than the second threshold value and then the steering wheel 30C is rapidly rotated in the first direction and the vehicle 30 travels forward along the third trajectory Tr3, there is a high possibility that the vehicle 30 is erroneously determined to have bulged through the intersection Is.

[0074] On the other hand, in the present embodiment, the possibility of such an erroneous determination is small. That is, when the accelerator pedal 30A of the vehicle 30 that has stopped at the first position PS1 and has an absolute value of the second maximum steering angle θms2 equal to or greater than the second threshold value is depressed by the driver, the vehicle 30 moves forward. At this time, it is assumed that the driver rapidly rotates the steering wheel 30C counterclockwise immediately after the vehicle 30 moves forward from the first position PS1 and makes the vehicle 30 travel along the third trajectory Tr3. Even if the rotation speed of the steering wheel 30C in this case is high, since the rotation direction of the steering wheel 30C is the first direction, the absolute value of the second maximum yaw rate Yrm2 does not become equal to or greater than the third threshold value. That is, the bulge condition 3 is not satisfied. Therefore, when the bulge condition 3 is used as in the present embodiment, the vehicle 30 is not erroneously determined to have bulged through the intersection Is.

[0075] Furthermore, in the present embodiment, when the shift lever 33 is in the D range during the above exclusion period, condition A, which is a requirement for the establishment of extraction condition 1, is not satisfied. When the vehicle 30 enters and exits the parking lot, the bulging conditions 1 to 5 may be satisfied. However, when the vehicle 30 enters and exits the parking lot, the shift lever 33 is likely to move between the P range, R range, N range, and D range in a short period of time. Therefore, it is highly likely that condition A is not satisfied when the vehicle 30 enters and exits the parking lot. For this reason, in the present embodiment, when the vehicle 30 enters and exits the parking lot, the possibility that the vehicle 30 is erroneously determined to have performed bulging driving is low.

[0076] Furthermore, in the present embodiment, when condition B is not satisfied, extraction condition 1 is not established. That is, the yaw angle θy, yaw rate Yr, and steering angle θs obtained while the vehicle 30 is stopped are not applied to the bulging conditions 1 to 5. Therefore, even if the steering angle of the steering wheel 30C is greatly changed by the driver while the vehicle 30 is stopped, the vehicle 30 will not be erroneously determined to have performed bulging driving at the intersection Is due to this.

[0077] As described above, the driving diagnosis device 10, system 100, driving diagnosis method, and program of the present embodiment can accurately determine whether the vehicle 30 is performing bulging driving in the direction opposite to the direction indicated by the turn signal lever 30D (second direction) at the intersection Is.

[0078] Furthermore, in the present embodiment, driving diagnosis is performed using a driving operation score (KPI). Therefore, the driver who views the driving diagnosis result image 55 can easily recognize the characteristics of his or her own driving operation.

[0079] Furthermore, the KPI acquisition unit 143 performs the calculation of the KPI using only specific detection values from the detection value data group. Therefore, compared with the case of calculating the KPI using all of the detection value data group, the calculation load on the KPI acquisition unit 143 is small. Therefore, the calculation load on the driving diagnosis device 10 is small.

[0080] As described above, the driving diagnosis device 10, the system 100, the driving diagnosis method, and the program according to the embodiment can be appropriately designed and changed without departing from the gist of the present invention.

[0081] The driving diagnosis result image 55 may include an image representing the result of the driving diagnosis regarding the bulge running. Further, this image may include time information representing the time when the bulge running was performed and position information representing the position where the bulge running was performed. Furthermore, the driving diagnosis result image 55 may include map data, and this map data may include information representing the time and position when the bulge running was performed. In this way, the driver who has seen the driving diagnosis result image 55 displayed on the display unit 51 can recognize the time and position of the bulge running performed by himself / herself.

[0082] At least one of the bulge conditions 1 to 5 may be excluded. For example, when all of the bulge conditions 1, 2, 4, and 5 are satisfied, the score regarding the KPI may be 1 point, and when at least one of the bulge conditions 1, 2, 4, and 5 is not satisfied, the score regarding the KPI may be 100 points.

[0083] The driving diagnosis device 10 may be implemented with a configuration different from the above. For example, the first server 12, the second server 14, the third server 16, and the fourth server 18 may be realized by one server. In this case, for example, using a hypervisor, the inside of the server may be virtually partitioned into regions corresponding to the first server 12, the second server 14, the third server 16, and the fourth server 18, respectively.

[0084] The driving diagnosis device 10 may not be connected to the Internet. In this case, for example, the detection value data group acquired from the vehicle is recorded on a portable recording medium (for example, USB), and the detection value data group in this recording medium is copied to the first server 12.

[0085] Instead of the GPS receiver 38, the vehicle 30 may be provided with a receiver capable of receiving information from satellites of a global navigation satellite system other than GPS (for example, Galileo).

[0086] The ECU 31 of the vehicle 30 may have functions corresponding to the scene extraction unit 142, the KPI acquisition unit 143, and the score calculation unit 144. That is, the ECU 31 may have a function as an operation diagnosis unit.

Explanation of Signs

[0087] 10 Operation diagnosis device 14 Second server (operation diagnosis unit) 30 Vehicle 30C Steering wheel 30D Blinker lever 35 Yaw rate sensor (yaw angle detection unit) 36 Steering angle sensor

Claims

1. Under the condition that the turn signal lever of the vehicle moves to a predetermined position and the vehicle is moving forward, when the absolute value of the cumulative value of the yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value, and the absolute value of the steering angle of the steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in the direction opposite to the direction indicated by the turn signal lever, a driving diagnosis unit is provided that determines that the vehicle is traveling while swelling in the opposite direction at an intersection. The first threshold value is 150 degrees. A driving diagnosis device in which the second threshold value is 25 degrees.

2. The driving diagnosis device according to claim 1, wherein the driving diagnosis unit determines that the vehicle is traveling while swelling in the opposite direction at an intersection when the absolute value of the yaw rate of the vehicle in the opposite direction becomes equal to or more than a third threshold value.

3. A yaw angle detection unit that detects the yaw angle, A steering angle sensor that detects the steering angle, The turn signal lever, The driving diagnosis unit according to claim 1 or claim 2, A driving diagnosis system comprising the same.

4. Under the condition that the turn signal lever of the vehicle moves to a predetermined position and the vehicle is moving forward, when the absolute value of the cumulative value of the yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value, and the absolute value of the steering angle of the steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in the direction opposite to the direction indicated by the turn signal lever, the method includes a step of determining that the vehicle is traveling while swelling in the opposite direction at an intersection. The first threshold value is 150 degrees. A driving diagnosis method in which the second threshold value is 25 degrees.

5. Under the condition that the turn signal lever of the vehicle moves to a predetermined position and the vehicle is moving forward, when the absolute value of the cumulative value of the yaw angle of the vehicle in the direction indicated by the turn signal lever is equal to or less than a first threshold value, and the absolute value of the steering angle of the steering wheel of the vehicle indicates that the steering wheel has rotated by a second threshold value or more in the direction opposite to the direction indicated by the turn signal lever, a process of determining that the vehicle is traveling while swelling at an intersection in the opposite direction. causing the computer to execute where the first threshold value is 150 degrees and the second threshold value is 25 degrees.

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