Information processing device, information processing method, program, and recording medium

Abstract

To provide an information processing device, an information processing method, a program, and a recording medium that can appropriately support driving of a driver according to a current driving ability of the driver.SOLUTION: An information processing device comprises: a measured value acquisition unit for acquiring a measured value that changes with a behavior of a traveling vehicle in a vehicle width direction; a vibration convergence time acquisition unit for acquiring a vibration convergence time indicating a time until the measured value converges when vibration of the measured value occurs; an evaluation unit for evaluating a current control state of the vehicle by a driver based on the vibration convergence time; and an output unit for outputting an evaluation result by the evaluation unit.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an information processing device, an information processing method, a program, and a recording medium. [Background technology]

[0002] Systems have been disclosed that determine whether a vehicle is overloaded based on its weight. For example, Patent Document 1 discloses a vehicle weight measurement system that measures the weight of a moving vehicle to calculate the load weight, and compares the load weight with the maximum load capacity of the vehicle to determine whether the vehicle is overloaded. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2010-2207 Summary of the Invention [Problem to be solved by the invention]

[0004] In a vehicle to which the vehicle weight measurement system described in Patent Document 1 is applied, the driving sensation felt by the driver changes when the vehicle weight changes due to an increase or decrease in cargo even if the vehicle is not overloaded. Also, even if the load amount is constant, the driving sensation felt by the driver changes when switching to a vehicle of a different type or size.

[0005] In cases like the above, depending on the driver's driving ability, there is a risk that the vehicle may not be able to be accurately controlled when going around a curve or changing lanes, which could ultimately lead to an accident such as a rollover.

[0006] The present invention has been made in consideration of the above-mentioned points, and aims to provide an information processing device, an information processing method, a program, and a recording medium that can appropriately support a driver's driving in accordance with the driver's current driving ability. [Means for solving the problem]

[0007] The information processing device described in claim 1 is characterized by having a measurement value acquisition unit that acquires measurement values ​​that change with the behavior of the vehicle in the vehicle width direction while it is moving, a vibration convergence time acquisition unit that acquires a vibration convergence time that indicates the time it takes for the measurement values ​​to converge when vibration of the measurement values ​​occurs, an evaluation unit that evaluates the control state of the vehicle by the current driver based on the vibration convergence time, and an output unit that outputs the evaluation result by the evaluation unit.

[0008] The information processing method described in claim 9 is characterized by having a measurement value acquiring step in which a measurement value acquiring unit acquires a measurement value that changes along with the behavior of the vehicle in the vehicle width direction while it is moving; a vibration convergence time acquiring step in which a vibration convergence time acquiring unit acquires a vibration convergence time indicating the time it takes for the measurement value to converge when vibration of the measurement value occurs; an evaluation step in which an evaluation unit evaluates the control state of the vehicle by the current driver based on the vibration convergence time; and an output step in which an output unit outputs the evaluation result by the evaluation unit.

[0009] The program described in claim 10 is a program to be executed by a computer, and is characterized in that it causes the computer to execute the following steps: a measurement value acquisition step in which a measurement value acquisition unit acquires measurement values ​​that change along with the vehicle's behavior in the vehicle width direction while it is moving; a vibration convergence time acquisition step in which a vibration convergence time acquisition unit acquires a vibration convergence time that indicates the time it takes for the measurement value to converge when vibration of the measurement value occurs; an evaluation step in which an evaluation unit evaluates the current driver's control state of the vehicle based on the vibration convergence time; and an output step in which an output unit outputs the evaluation result by the evaluation unit.

[0010] The recording medium described in claim 11 is a recording medium on which the above program is recorded. [Brief explanation of the drawings]

[0011] [Figure 1] 1 is a diagram showing a configuration of a front seat portion of a vehicle and a view in front of the vehicle according to a first embodiment. [Figure 2] 1 is a block diagram illustrating an example of a configuration of an information processing device according to a first embodiment. [Figure 3] 1 is a diagram illustrating a movement mode of a vehicle equipped with an information processing device according to a first embodiment. [Figure 4] 4 is a flowchart showing a control routine of the information processing device according to the first embodiment. [Figure 5] 4 is a flowchart showing a control routine of the information processing device according to the first embodiment. [Figure 6] 4 is a flowchart showing a control routine of the information processing device according to the first embodiment. [Figure 7] 4 is a graph showing a change over time in lateral acceleration generated by the information processing device according to the first embodiment. [Figure 8] 10 is a graph showing vibration convergence time with respect to maximum lateral acceleration generated by the information processing device according to the first embodiment. [Figure 9] FIG. 10 is a block diagram illustrating an example of a configuration of an information processing device according to a second embodiment. [Figure 10] 10 is a flowchart showing a control routine of an information processing device according to a second embodiment. [Figure 11] 10 is a graph showing changes over time in the lateral acceleration and the steering angle of the steering wheel, which are generated by the information processing device according to the second embodiment. [Figure 12] 10 is a graph showing vibration convergence time with respect to maximum lateral acceleration generated by the information processing device according to the second embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same components are designated by the same reference numerals, and the description of the same components will be omitted. [Example]

[0013] FIG. 1 is a diagram showing a configuration of a front seat portion of a vehicle M as a moving body according to the first embodiment and a view ahead of the vehicle M. As shown in FIG.

[0014] The in-vehicle device 10 as an information processing device is connected to a touch panel display 12 and a speaker 13 installed in the vehicle M, and includes a control unit that controls these. The in-vehicle device 10 is disposed in the center of a dashboard DB in the front seat of the vehicle M.

[0015] The touch panel display 12 is a display device that combines a display that displays a screen based on the control of the in-vehicle device 10 and a touch panel that accepts input operations from a passenger of the vehicle M. For example, a navigation image in which the current position of the vehicle M is superimposed on a map is displayed on the touch panel display 12. In this embodiment, the touch panel display 12 is disposed in the center of the dashboard DB.

[0016] The speaker 13 is an audio output device that outputs audio under the control of the in-vehicle device 10. In this embodiment, the speaker 13 is provided on each of the two A-pillars AP.

[0017] The above-described locations of the in-vehicle device 10, the touch panel display 12, and the speaker 13 in the front seat portion of the vehicle M are merely examples, and they may be arranged in other locations.

[0018] In this embodiment, the vehicle M is equipped with an acceleration sensor (not shown) that measures lateral acceleration, which is acceleration in a direction lateral to the direction of travel of the vehicle M, and the in-vehicle device 10 is configured to be able to sequentially acquire the lateral acceleration measured by the acceleration sensor.

[0019] 1 shows a state in which a vehicle M is traveling on a curved road CR. In this embodiment, the in-vehicle device 10 determines that the lateral acceleration of the vehicle M traveling on the curved road CR exceeds a predetermined threshold, and determines that a cautionary behavior has started, which requires caution regarding the behavior of the lateral acceleration.

[0020] In this embodiment, the in-vehicle device 10 determines that the behavior requiring caution has ended when the vibration of the lateral acceleration caused by the lateral acceleration exceeding a predetermined threshold has converged. Specifically, the in-vehicle device 10 determines that the behavior requiring caution has ended when the vibration of the lateral acceleration starts when the lateral acceleration exceeds a predetermined threshold and the magnitude of the lateral acceleration has converged to 0G. In this embodiment, the in-vehicle device 10 determines that the vibration in the lateral direction of the vehicle M has converged when the magnitude of the lateral acceleration has converged to 0G.

[0021] In this embodiment, the in-vehicle device 10 measures the time from the start to the end of the cautionary behavior. In other words, the in-vehicle device 10 measures the time from when the lateral acceleration exceeds a predetermined threshold to when the vibration of the lateral acceleration converges (hereinafter referred to as vibration convergence time).

[0022] In this embodiment, the in-vehicle device 10 evaluates the current control state of the vehicle M by the driver based on the vibration convergence time. For example, in Fig. 1, the in-vehicle device 10 evaluates the control state of the vehicle M by the driver when traveling on a curved road CR, and if the control state is not good, it can issue a warning to the driver of the vehicle M to call his or her attention.

[0023] 2 is a block diagram showing an example of the configuration of the in-vehicle device 10 according to the first embodiment. As described above, the acceleration sensor 14 is a sensor that measures the lateral acceleration, which is the acceleration in the direction lateral to the traveling direction of the vehicle M. In other words, the acceleration sensor 14 is a sensor that measures the acceleration of the vehicle M in the vehicle width direction.

[0024] In this embodiment, the in-vehicle device 10 is a device in which a control unit 17 , an input unit 19 , an output unit 21 , and a large-capacity storage device 22 cooperate with each other via a system bus 16 .

[0025] The control unit 17 is configured with a CPU (Central Processing Unit) 17A, a ROM (Read Only Memory) 17B, a RAM (Random Access Memory) 17C, etc., and functions as a computer. The CPU 17A reads and executes various programs stored in the ROM 17B and the large-capacity storage device 22, thereby realizing various functions.

[0026] The communication unit 18 is a communication device that transmits and receives data to and from external devices in accordance with instructions from the control unit 17. The communication unit 18 is, for example, a network interface card (NIC) for connecting to a network.

[0027] The various programs described above may be acquired, for example, from another server device or the like via a network, or may be recorded on a recording medium and read via various drive devices. That is, the various programs stored in the mass storage device 22 (including a program for executing processing in the in-vehicle device 10, which will be described later) can be transmitted via a network, or can be recorded on a computer-readable recording medium and transferred.

[0028] The input unit 19 is an interface unit that is communicatively connected between the control unit 17 of the in-vehicle device 10, the touch panel display 12, and the acceleration sensor 14. In this embodiment, the control unit 17 causes the touch panel display 12 to display a screen via the input unit 19 for receiving input operations from the driver of the vehicle M.

[0029] In addition, the control unit 17 acquires the lateral acceleration measured by the acceleration sensor 14 via the input unit 19. In other words, the control unit 17 functions as a measurement value acquisition unit that acquires the measurement value of the lateral acceleration occurring in the vehicle M.

[0030] The output unit 21 is an interface unit that is communicatively connected between the control unit 17 of the in-vehicle device 10 and the touch panel display 12 and speaker 13. The control unit 17 transmits a video or image signal to the touch panel display 12 via the output unit 21 to display the video or image. The control unit 17 also transmits an audio signal to the speaker 13 via the output unit 21 to output sound.

[0031] The mass storage device 22 is configured by, for example, a hard disk drive, a solid state drive (SSD), a flash memory, etc., and is a storage device that stores various programs such as an operating system and software for terminals.

[0032] In this embodiment, a driver ID for identifying each driver is stored in the mass storage device 22. For example, when a driver ID is input via the touch panel display 12, the control unit 17 refers to the driver ID stored in the mass storage device 22 and identifies the current driver of the vehicle M.

[0033] In this embodiment, the control unit 17 sequentially acquires the maximum value of lateral acceleration (hereinafter referred to as maximum lateral acceleration) and vibration convergence time during the above-mentioned behavior requiring caution as sequential data, and stores the sequential data as an information set in the mass storage device 22. Specifically, the control unit 17 extracts the maximum lateral acceleration from the measurement results of the lateral acceleration during the behavior requiring caution, and also extracts the vibration convergence time at this time, and stores both as sequential data.

[0034] In this embodiment, the control unit 17 accumulates the sequential data in the mass storage device 22 and generates accumulated data as a data group by plotting the accumulated sequential data on a graph showing vibration convergence time versus maximum lateral acceleration. That is, the control unit 17 functions as a storage unit that generates accumulated data. The accumulated data is stored in the mass storage device 22 in association with the driver ID. In other words, in this embodiment, accumulated data is stored for each driver.

[0035] In this embodiment, the control unit 17 sets regions on the graph described above for evaluating the current driver's control state of the vehicle M. Specifically, the control unit 17 sets regions on the graph where the control state of the vehicle M is good and therefore no warning to the driver is necessary, and regions where the control state is not good and therefore a warning to the driver is necessary.

[0036] In this embodiment, when the stored data is configured in a state where a certain number of sequential data have been stored, the control unit 17 sets the above-mentioned area based on the stored data. Also, when the stored data is configured in a state where a certain number of sequential data have not been stored, i.e., when the number of sequential data is less than the certain number, the control unit 17 sets the above-mentioned area based on a predetermined given criterion.

[0037] In this embodiment, the control unit 17 reflects newly acquired sequential data on the above-described graph, and evaluates the current driver's control state of the vehicle M based on where the sequential data is located in the above-described region. That is, the control unit 17 functions as an evaluation unit that evaluates the control state of the vehicle M.

[0038] For example, the control unit 17 can determine that a warning is necessary for the driver of the vehicle M when the newly acquired sequential data is located in an area on the graph where a warning is necessary.

[0039] Here, a manner in which the on-vehicle device 10 in this embodiment issues a warning to the driver will be described with reference to Fig. 3. Fig. 3 is a diagram showing a manner in which the vehicle M equipped with the on-vehicle device 10 in this embodiment moves on a curved road CR. In Fig. 3, a case will be described in which the vehicle M is a medium-sized truck loaded to its maximum load capacity. In addition, in Fig. 3, a graph will be used in which the above-mentioned region is set based on accumulated data in which a certain number of sequential data have been accumulated.

[0040] In Figure 3, at time T1, vehicle M shows what happens when, for example, the driver of vehicle M turns the steering wheel to the right along a curved road CR in the same manner as usual, and the vehicle body swings outward more than expected (due to centrifugal force) due to the heavier than usual load, causing the lateral acceleration LA of vehicle M to exceed a predetermined threshold.

[0041] In this embodiment, the control unit 17 of the in-vehicle device 10 determines that a behavior requiring caution has started when the lateral acceleration LA occurring in the vehicle M exceeds a predetermined value as described above, and starts measuring the vibration convergence time. In other words, the control unit 17 functions as a vibration convergence time acquisition unit that acquires the vibration convergence time.

[0042] 3, at timing T2, the vibration of the lateral acceleration LA of the vehicle M has converged, and the measurement of the vibration convergence time has ended, and the in-vehicle device 10 is outputting an evaluation result of the control state of the vehicle M. Specifically, at timing T2, the control unit 17 determines that the plot of the currently acquired sequential data is located in an area on the graph where a warning should be given to the driver, and outputs a warning sound WV indicating warning information via the speaker 13.

[0043] The warning audio WV may be, for example, a voice announcement saying, "It seems like it is taking longer than usual to control the vehicle. Please reduce your speed," as shown in Figure 3. Upon receiving the warning audio WV, the driver of vehicle M can be made to drive carefully, for example, by reducing his or her speed when approaching other curves after the curved road CR or when turning right or left, where there is a risk of rollover.

[0044] The specific operation of the in-vehicle device 10 in this embodiment will be described below. Fig. 4 is a flowchart showing a driver identification routine RT1 executed by the control unit 17 of the in-vehicle device 10. The control unit 17 starts the driver identification routine RT1, for example, when the in-vehicle device 10 is powered on.

[0045] First, when the in-vehicle device 10 is powered on, the control unit 17 displays an input reception screen for receiving input of a driver ID on the touch panel display 12, and waits for input of the driver ID from the driver (step S101).

[0046] Next, the control unit 17 determines whether or not the driver ID has been input by the driver via the touch panel display 12 (step S102). If the control unit 17 determines that the driver ID has not been input (step S102: NO), it ends the driver identification routine RT1. For example, the control unit 17 can end the driver identification routine RT1 when the driver ID has not been input for a certain period of time.

[0047] When the control unit 17 determines that a driver ID has been input (step S102: YES), it refers to the driver ID stored in the mass storage device 22 and identifies the driver indicated by the currently input driver ID (step S103).

[0048] When the control unit 17 identifies the driver in step S103, it refers to the driver ID stored in the mass storage device 22 and acquires the accumulated data corresponding to the currently input driver ID (step S104).

[0049] After step S104, the control unit 17 starts a control state evaluation mode (step S105) as a mode for evaluating the driving control state of the vehicle M by the identified driver. After step S105, the control unit 17 ends the driver identification routine RT1.

[0050] Next, the control state evaluation of the vehicle M executed by the control unit 17 will be described with reference to Figures 5 and 6. Figures 5 and 6 are flowcharts showing a control state evaluation routine RT2 executed by the control unit 17 of the in-vehicle device 10. The control unit 17 starts the control state evaluation routine RT2, for example, when the in-vehicle device 10 is powered on. Note that the control state evaluation routine RT2 is repeatedly executed by the control unit 17 as long as the in-vehicle device 10 is powered on.

[0051] First, the control unit 17 determines whether or not the control state evaluation mode is currently in effect (step S201). If the control unit 17 determines that the control state evaluation mode is not currently in effect (step S201: NO), the control unit 17 ends the control state evaluation routine RT2.

[0052] When the control unit 17 determines that the control state evaluation mode is currently in progress (step S201: YES), it determines whether the lateral acceleration successively acquired via the acceleration sensor 14 exceeds a predetermined threshold (step S202). Specifically, as shown in Fig. 3, it determines whether the lateral acceleration LA occurring in a direction lateral to the traveling direction of the vehicle M when the vehicle M is traveling on a curved road CR exceeds a predetermined threshold.

[0053] If the control unit 17 determines that the lateral acceleration does not exceed the predetermined threshold (step S202: NO), it repeats step S202. If the control unit 17 determines that the lateral acceleration exceeds the predetermined threshold (step S202: YES), it starts measuring the vibration convergence time (step S203).

[0054] After step S203, the control unit 17 determines whether the vibration of the lateral acceleration has converged (step S204), and if the vibration of the lateral acceleration has not converged and continues (step S204: NO), it repeatedly executes step S204. In this embodiment, as described above, it is determined that the vibration of the lateral acceleration has converged when the magnitude of the lateral acceleration has converged to 0 G.

[0055] When the control unit 17 determines that the vibration of the lateral acceleration has converged (step S204: YES), it ends the measurement of the vibration convergence time (step S205). After step S205, the control unit 17 sequentially extracts and acquires the maximum lateral acceleration and the vibration convergence time during the cautionary behavior as data (step S206).

[0056] After step S206, the control unit 17 determines whether a certain number of sequential data has been accumulated in the accumulated data acquired based on the driver's driver ID (step S207). If the control unit 17 determines that the certain number of sequential data has not been accumulated in the accumulated data (step S207: NO), the control unit 17 accumulates the acquired sequential data as accumulated data and plots the sequential data on a graph in which the above-mentioned region is set using the sequential data as a given criterion, thereby evaluating the control state of the vehicle M of the current driver (step S208).

[0057] When the control unit 17 determines that a certain number of sequential data has been accumulated in the accumulated data (step S207: YES), it evaluates the current driver's control state of the vehicle M by plotting the acquired sequential data on a graph in which the above-mentioned area is set based on the above-mentioned accumulated data (step S209).

[0058] In other words, in this embodiment, when a certain number of sequential data constituting the accumulated data associated with the driver ID has been accumulated, a graph is applied in which an area is set for evaluating the control state of vehicle M based on the accumulated data, and when the certain number of sequential data constituting the accumulated data is less than the certain number, a graph is applied in which an area is set for evaluating the control state of vehicle M based on a predetermined given criterion.

[0059] With this configuration, even when the driver has just started driving, the control state of the vehicle M can be evaluated using a graph in which the above-mentioned region is set based on a given criterion.

[0060] In steps S208 and S209, the control unit 17 determines whether or not a warning is necessary to the driver based on the plot position of the sequential data on the graph (step S210). Specifically, as described above, the control unit 17 determines that a warning is necessary when the plot of the sequential data is located in an area on the graph where a warning should be issued to the driver, and determines that a warning is not necessary when the plot of the sequential data is located in an area where a warning is not necessary to the driver.

[0061] If the control unit 17 determines in step S209 that a warning is not necessary (step S210: NO), it ends the control state evaluation routine RT2. If the control unit 17 determines that a warning is necessary (step S210: YES), it outputs a voice message indicating warning information via the speaker 13 (step S211). Specifically, as described above, it outputs a voice message saying, "It seems that it is taking longer than usual to control the vehicle. Please reduce your speed." The control unit 17 ends the control state evaluation routine RT2 after step S211.

[0062] According to this embodiment, the driver identification routine RT1 and the control state evaluation routine RT2 described above can evaluate the control state of the vehicle M by the current driver, and an announcement can be made according to the evaluation result. In other words, it is possible to appropriately support the driving of the current driver according to the driving ability of the driver.

[0063] For example, as shown in Figure 3, when the load of a medium-sized truck that is mainly driven by a driver is heavier than usual, the time it takes for the truck to oscillate left and right is longer than usual when it goes around a curve in the same way as usual, i.e., the vibration convergence time described above is longer, and the driver can be warned to drive a little more slowly. The driver can then take this warning and make an effort to slow down on the curve that they are about to go through, which can ultimately prevent an accident from occurring.

[0064] Also, for example, when a driver who usually drives a medium-sized truck switches to a large truck and goes through a curve, the driving sensation may be different from usual, causing the vibration damping time to be longer than usual. In such a case, the system can also judge that the driver is not controlling the vehicle well, and warn the driver to drive a little more slowly.

[0065] [Example of measurement mode of vibration damping time in Example 1] An example of the measurement mode of the vibration damping time explained in steps S202 to S206 of the control state evaluation routine RT2 will be explained below with reference to Figure 7. Figure 7 is a graph showing the change in lateral acceleration over time. In Figure 7, the horizontal axis represents time (s) and the vertical axis represents lateral acceleration (G).

[0066] In Fig. 7, the threshold value Th of the lateral acceleration is set to 0.2 G or -0.2 G, with a positive value being to the right with respect to the traveling direction of the vehicle M. In Fig. 7, the point SP where the lateral acceleration first exceeds the threshold value Th 0.2 G is the start point of the above-mentioned cautionary behavior and the start point of measuring the vibration convergence time.

[0067] 7, the point EP where the lateral acceleration exceeds the threshold value Th0.2G and the vibration of the lateral acceleration converges is the end point of the behavior requiring caution and the end point of the measurement of the vibration convergence time. In other words, the time T from point SP to point EP is the vibration convergence time T. The control unit 17 sequentially extracts and acquires the maximum lateral acceleration MA, which is the maximum value of the lateral acceleration during the behavior requiring caution, and the vibration convergence time T as data.

[0068] [Example of evaluation of vehicle control state in embodiment 1] An example of the evaluation of the control state described in steps S208 and S209 of the control state evaluation routine RT2 will be described below with reference to Figure 8. Figure 8 is a graph showing the vibration convergence time versus the maximum lateral acceleration. In Figure 8, the horizontal axis represents the maximum lateral acceleration (G), and the vertical axis represents the vibration convergence time T (s).

[0069] In Fig. 8, plots indicated by multiple white circles in the figure represent sequential data stored as accumulated data. In Fig. 8, an approximation curve AC of the accumulated data is provided, assuming that a certain number of sequential data constituting the accumulated data has been stored. Also, in Fig. 8, based on the approximation curve AC, a boundary curve BC is provided above the approximation curve AC in the figure, i.e., at a position where the vibration convergence time T is longer than that of the approximation curve AC.

[0070] In FIG. 8, the area above the boundary curve BC is defined as a warning area A1 in which a warning to the driver is required, and the area below the boundary curve BC is defined as a non-warning area A2 in which a warning to the driver is not required.

[0071] 8, the currently acquired sequential data CD is located in the warning area A1. Therefore, the control unit 17 determines that the current control state of the vehicle M is a state in which a warning needs to be issued to the driver, that is, the vehicle is not being appropriately controlled and the driver is not competent to drive, and can issue a warning to the driver as described above.

[0072] In this embodiment, the above-described evaluation process of the control state of the vehicle M is performed by the in-vehicle device 10 mounted on the vehicle M as a moving body, but the present invention is not limited to this configuration as long as the device configuration is capable of performing the process. For example, each configuration of the in-vehicle device 10 may be applied to a portable communication terminal such as a smartphone or a tablet terminal.

[0073] Specifically, for example, the control unit of the communication terminal may acquire sequential data indicating the maximum lateral acceleration and vibration convergence time described above, and as a result of plotting the sequential data on the graph described above, a voice indicating warning information to the driver may be output from the communication terminal.

[0074] Also, for example, a configuration may be adopted in which the above-mentioned driver identification process and the process of evaluating the control state of the vehicle M are performed using both the in-vehicle device 10 and the above-mentioned communication terminal. For example, a configuration may be adopted in which a connection is established between the in-vehicle device 10 and a communication terminal having information on the driver ID, and the communication terminal transmits the driver ID to the in-vehicle device 10.

[0075] Furthermore, the accumulated data stored in the mass storage device 22 of the in-vehicle device 10 may be stored in a server device that can communicate with the in-vehicle device 10, and the server device may receive sequential data transmitted from the in-vehicle device 10 and plot the sequential data on a graph stored in the server device to evaluate the vehicle control state by the driver. That is, the in-vehicle device 10 may receive an evaluation result transmitted from the server device and determine whether or not a warning to the driver is necessary based on the evaluation result.

[0076] In this embodiment, when the lateral acceleration exceeds a predetermined threshold and vibration of the lateral acceleration begins, the control unit 17 determines that the behavior requiring caution has ended by determining that the magnitude of the lateral acceleration has converged to 0 G. However, this is not limited to this. For example, the control unit 17 may determine that the behavior requiring caution has ended by determining that the magnitude of the lateral acceleration has converged to a range of ±0.05 G. Alternatively, the control unit 17 may determine that the behavior requiring caution has ended by determining that the magnitude of the lateral acceleration has converged to a constant value other than 0 G and has not changed over a predetermined time period.

[0077] In this embodiment, the control unit 17 measures the vibration convergence time based on the lateral acceleration acquired by the acceleration sensor 14, but this is not limited to this. For example, the in-vehicle device 10 may be provided with a gyro sensor in addition to or instead of the acceleration sensor 14, and the control unit 17 may measure the vibration convergence time in a direction lateral to the traveling direction of the vehicle M using the angular velocity acquired by the gyro sensor.

[0078] In this embodiment, the control unit 17 ends the driver identification routine RT1 if the driver ID is not input when receiving input of the driver ID from the driver via the touch panel display 12, but this is not limited to this. For example, in the above case, a driving control state evaluation may be executed as a general-purpose mode that allows anyone to evaluate the driving control state without identifying the driver.

[0079] In this general-purpose mode, for example, a boundary curve BC may be set on a graph in advance as a threshold value, and the vehicle control state by the driver may be evaluated based on where the sequentially acquired data is located relative to this. Note that, even in the general-purpose mode, a graph may be generated in which the boundary curve BC is set as accumulated data without specifying the driver, and the vehicle control state by the driver may be evaluated based on this.

[0080] In this embodiment, the control unit 17 of the in-vehicle device 10 identifies the driver of the vehicle M by inputting the driver ID via the touch panel display 12, but the method is not limited to this as long as it is possible to identify the driver.

[0081] For example, a microphone capable of voice input may be connected to the in-vehicle device 10, and the driver may input a specific keyword by voice via the microphone, and the driver may be identified by performing voiceprint authentication based on the voice input. Also, for example, a camera capable of capturing an image of the driver's face may be connected to the in-vehicle device 10, and the driver may be identified based on the image of the driver's face captured by the camera.

[0082] In this embodiment, the control unit 17 outputs a warning sound indicating warning information to the driver via the speaker 13, but the method of warning the driver is not limited to this. For example, in addition to or instead of outputting a warning sound via the speaker 13, the control unit 17 may display a message indicating a warning on the touch panel display 12. When outputting a warning sound to the driver via the speaker 13, a continuous sound such as a buzzer may be output instead of an audio announcement indicating warning information.

[0083] In this embodiment, the control unit 17 does not output a sound indicating warning information when the current sequential data CD is located in the non-warning area A2, as shown in Fig. 8, but other sounds may be output instead of the sound indicating the warning information. For example, when the current sequential data CD is located in the non-warning area A2, a sound indicating that the driving condition is good may be output.

[0084] In this embodiment, the control unit 17 sets the point at which the lateral acceleration first exceeds a predetermined threshold when the behavior requiring caution starts as the measurement start point for the vibration damping time, but this is not limited to this. For example, the control unit 17 may refer to data during the behavior requiring caution and set the time from the point at which the maximum lateral acceleration is detected to the point at which the lateral acceleration converges as the vibration damping time, or may sequentially extract the vibration damping time and the maximum lateral acceleration as data.

[0085] In this embodiment, in step S207 of the control state evaluation routine RT2, if a certain number of sequential data in the accumulated data has not been accumulated, the control unit 17 evaluates the vehicle's control state based on a given criterion and accumulates the sequential data, but this is not limited to this.

[0086] For example, the control unit 17 may extract sequential data in step S206, and then store the sequential data as accumulated data. Even if a certain number of sequential data have been stored in step S207, the control unit 17 may continue to store the sequential data as accumulated data and use the sequential data to evaluate the control state of the vehicle.

[0087] In this embodiment, it is possible to evaluate the control state even when switching from a medium-sized truck to a large truck, for example, but the boundary curve BC set in the graph used for the evaluation at this time may be changed depending on the type of vehicle.

[0088] For example, when switching from a medium-sized truck to a large truck, the center of gravity of the vehicle becomes higher, which is expected to make the vehicle more likely to sway laterally and cause longer lateral acceleration vibrations. Therefore, for example, when the vehicle-mounted device 10 is powered on, the vehicle's maximum load capacity and gross vehicle weight may be acquired, and if the maximum load capacity and gross vehicle weight are greater than usual, the position of the boundary curve BC may be set to be raised. Conversely, if the maximum load capacity and gross vehicle weight are smaller than usual, the position of the boundary curve BC may be set to be lowered.

[0089] In this way, by changing the position of the boundary curve BC according to the maximum load capacity and total vehicle weight of the vehicle, it is possible to determine an appropriate boundary curve BC for each vehicle, and to provide appropriate support to the driver.

[0090] In this embodiment, the control unit 17 may be configured to be able to acquire weather information and road surface information for the current location via a network in real time. For example, if the weather at the current location is rainy or snowy, it is predicted that the vehicle will be more slippery and the lateral acceleration fluctuation will be longer. Therefore, the control unit 17 may set the position of the boundary curve BC to be higher.

[0091] Alternatively, a graph may be generated for each weather and road condition, and when current weather information or road information is acquired, a graph corresponding to the weather or road condition may be selected. This makes it possible to evaluate the vehicle control state according to the current situation, and to provide appropriate support to the driver.

[0092] In this embodiment, the control unit 17 may be able to acquire map information via a network, and may also be able to acquire position information of the vehicle M. For example, if the road on which the vehicle is currently traveling is a curved road, the control unit 17 may acquire the radius of curvature of the curved road and set the position of the boundary curve BC on the graph according to the radius of curvature. For example, if the curved road is sharp, the position of the boundary curve BC may be raised, and conversely, if the curved road is gentle, the position of the boundary curve BC may be lowered.

[0093] Furthermore, the control unit 17 may be able to acquire current vehicle specifications in advance via a network. For example, the control unit 17 may be able to acquire information indicating the current vehicle specifications, such as the height, length, and width of the vehicle, the number of passengers, the stiffness of the suspension as a vehicle vibration isolation device, the presence or absence of a damper, the height of the center of gravity of the vehicle M when there is no cargo or no passengers, and other vehicle specifications.

[0094] For example, when a driver changes vehicles, the control unit 17 may change the position of the boundary curve BC in accordance with the specifications of the current vehicle. That is, the control unit 17 may evaluate the control state of the current driver with respect to the vehicle using a graph in accordance with the specifications of the current vehicle. [Example]

[0095] Next, a second embodiment will be described. In the second embodiment, a part of the configuration of the in-vehicle device 10 is different from that in the first embodiment, but other points, such as the above-mentioned method of identifying the driver, are the same as those in the first embodiment. Specifically, the second embodiment differs from the first embodiment in that a steering angle sensor is provided in addition to an acceleration sensor. In the following description, the points different from the first embodiment will be mainly described.

[0096] 9 is a block diagram showing an example of the configuration of the in-vehicle device 10 according to the second embodiment. The steering angle sensor 23 is a sensor that measures the steering angle of the steering wheel of the vehicle M. Specifically, the steering angle sensor 23 is a sensor that measures the angle to which the steering wheel has been steered by the driver, assuming that a state in which the steering wheel is not steered is 0°. In this embodiment, the steering angle sensor 23 is installed, for example, on a steering shaft on which the steering wheel is rotatably supported.

[0097] In this embodiment, the control unit 17 measures the vibration damping time described above based on the change in the steering angle of the steering wheel measured by the steering angle sensor 23. Specifically, the control unit 17 determines that a behavior requiring caution has started when the steering angle of the steering wheel exceeds a predetermined threshold, and starts measuring the vibration damping time of the lateral acceleration.

[0098] In addition, in this embodiment, the control unit 17 acquires the maximum steering angle, which indicates the maximum value of the steering angle during the behavior requiring caution, and the above-mentioned vibration damping time as sequential data, and evaluates the control state of the vehicle M by plotting the sequential data on a graph in which the above-mentioned area is set, as in the first embodiment.

[0099] The specific operation of the in-vehicle device 10 in the second embodiment will be described below. Fig. 10 is a flowchart showing a control state evaluation routine RT3 executed by the control unit 17 of the in-vehicle device 10. The driver identification routine RT1 is the same as in the first embodiment, and therefore will not be described. Furthermore, steps S306 and thereafter of the control state evaluation routine RT3 are the same as in the first embodiment, and therefore will not be described.

[0100] After step S201, the control unit 17 determines whether the steering angle of the steering wheel exceeds a predetermined threshold value (step S302). If the control unit 17 determines that the steering angle does not exceed the predetermined threshold value (step S302: NO), the control state evaluation routine RT3 ends.

[0101] When the control unit 17 determines that the steering angle has exceeded a predetermined threshold (step S302: YES), it determines that a behavior requiring caution has begun, and starts measuring the vibration convergence time using the measured value of the lateral acceleration corresponding to this time (step S203).

[0102] After step S203, the control unit 17 determines whether the vibration of the lateral acceleration has converged (step S204), and if the vibration of the lateral acceleration has not converged and continues (step S304: NO), it repeatedly executes step S304. If the control unit 17 determines that the vibration of the lateral acceleration has converged (step S204: YES), it ends measurement of the vibration convergence time (step S205).

[0103] After step S205, the control unit 17 extracts and acquires the maximum steering angle and vibration convergence time during the behavior requiring caution as sequential data (step S306). Thereafter, the control unit 17 evaluates the control state of the vehicle by plotting the newly acquired sequential data on a graph, as in the first embodiment.

[0104] According to this embodiment, the driver identification routine RT1 and the control state evaluation routine RT3 described above can evaluate the vehicle control state of the current driver, and can make an announcement according to the evaluation result, as in the first embodiment. In other words, it is possible to appropriately support the driving of the current driver according to the driving ability of the driver.

[0105] [Example of measurement mode of vibration damping time in Example 2] An example of the measurement mode of the vibration damping time explained in steps S302 to S306 of the control state evaluation routine RT3 will be explained below with reference to Figure 11. Figure 11 is a graph showing the changes over time in lateral acceleration and steering wheel angle. In Figure 11, the horizontal axis represents time (s), the left vertical axis represents lateral acceleration (G), and the right vertical axis represents steering wheel angle (°).

[0106] In this embodiment, as described above, measurement of the vibration damping time due to lateral acceleration is started based on whether the steering angle of the steering wheel exceeds a predetermined threshold. In Fig. 11, the steering angle threshold Th is set to 45° or -45°, with a rightward angle being positive relative to the traveling direction of the vehicle M. In Fig. 11, the point SP indicating the measured value of lateral acceleration corresponding to the point where the steering angle first exceeds the threshold Th of 45° is the start point of the above-mentioned cautionary behavior and the start point of measurement of the vibration convergence time.

[0107] 11, similarly to the first embodiment, the point EP where the vibration of the lateral acceleration converges is the end point of the behavior requiring caution and the end point of the measurement of the vibration convergence time. That is, the time T from the point SP to the point EP is the vibration convergence time T. As described above, the control unit 17 extracts the maximum steering angle MR, which is the maximum value of the steering angle during the behavior requiring caution, and the vibration convergence time T, and sequentially extracts and acquires them as data.

[0108] [Example of evaluation of vehicle control state in Example 2] An example of the evaluation of the control state explained in steps S208 to S209 of the control state evaluation routine RT3 will be explained below with reference to Fig. 12. Fig. 12 is a graph showing the vibration convergence time relative to the maximum steering angle. In Fig. 12, the horizontal axis represents the maximum steering angle (°) and the vertical axis represents the vibration convergence time T (s).

[0109] 12, similarly to Example 1, the plots indicated by a plurality of white circles in the figure represent sequential data accumulated as accumulated data. In Fig. 12, an approximation curve AC of the accumulated data is provided, assuming that a certain number of sequential data constituting the accumulated data has been accumulated. Also, in Fig. 12, based on the approximation curve AC, a boundary curve BC is provided above the approximation curve AC in the figure, i.e., at a position where the vibration convergence time T is longer than that of the approximation curve AC.

[0110] In Figure 12, as in Example 1, the area above the boundary curve BC is defined as a warning area A1 in which a warning to the driver is required, and the area below the boundary curve BC is defined as a non-warning area A2 in which a warning to the driver is not required.

[0111] 12, the currently acquired sequential data CD is located in the warning area A1. Therefore, the control unit 17 determines that the current control state of the vehicle M is a state in which a warning needs to be issued to the driver, that is, the vehicle is not being appropriately controlled and the driver is not competent to drive, and can issue a warning to the driver as described above.

[0112] In this embodiment, the threshold Th of the steering angle of the steering wheel on the graph is set to ±45°, but the threshold Th may be set as appropriate. For example, when the vehicle M is traveling on a gently curving road, the value Th may be set to ±30°, and when turning right or left at an intersection, the steering angle of the steering wheel is larger than when traveling on a curving road, so the threshold Th of the steering angle may be set to ±90°.

[0113] In such a case, for example, the control unit 17 may be able to acquire map information and position information of the vehicle M, and may be able to appropriately change the steering angle threshold Th based on the current position of the vehicle M on the map indicated by the map information. In this way, it is possible to apply the steering angle threshold Th that matches the current situation.

[0114] In this embodiment, the control unit 17 starts measuring the vibration damping time caused by lateral acceleration when the steering angle of the steering wheel exceeds a predetermined threshold, but this is not limited to this. For example, the control unit 17 may start measuring the vibration damping time when the steering angle of the steering wheel moves 45 degrees from a 10° position to a 55° position. That is, the control unit 17 may set a threshold for the change in the steering angle of the steering wheel and start measuring the vibration damping time based on whether the change in the steering angle of the steering wheel exceeds the threshold.

[0115] The control routines shown in the first and second embodiments are merely examples, and can be appropriately selected and changed depending on the application or conditions of use. [Explanation of symbols]

[0116] 10 Onboard equipment 12 Touch panel display 13 speakers 14 Acceleration sensor 16 System Bus 17 Control Unit 18 Communications Department 19 Input section 21 Output section 22 Mass storage 23 Steering angle sensor

Claims

1. a measurement value acquisition unit that acquires measurement values ​​that change in accordance with the behavior of the vehicle in the vehicle width direction while the vehicle is running; a vibration convergence time acquisition unit that acquires a vibration convergence time indicating a time required for the measurement value to converge when vibration of the measurement value occurs; an evaluation unit that evaluates a current driver's control state of the vehicle based on the vibration convergence time; an output unit that outputs an evaluation result by the evaluation unit; An information processing device comprising:

2. 2. The information processing device according to claim 1, wherein the vibration convergence time acquisition unit acquires, when the measurement value exceeds a predetermined value and vibration of the measurement value occurs, the time from when the measurement value first exceeds the predetermined value to when the vibration converges.

3. a storage unit that stores sequential data indicating the measurement values ​​and the vibration convergence times that are sequentially acquired to generate stored data; 3. The information processing apparatus according to claim 1, wherein the evaluation unit evaluates the control state of the vehicle based on a comparison between the sequential data and the accumulated data.

4. the storage unit generates the stored data for each driver of the vehicle; The information processing apparatus according to claim 3 , wherein the evaluation unit performs the evaluation using the stored data corresponding to the current driver.

5. 5. The information processing apparatus according to claim 3, wherein the evaluation unit performs the evaluation using the stored data generated by the storage unit based on the specifications of the vehicle.

6. 6. The information processing apparatus according to claim 1, wherein the measurement value is a measurement value of lateral acceleration, which is acceleration occurring in a direction lateral to the traveling direction of the vehicle.

7. 7. The information processing apparatus according to claim 1, wherein the vibration convergence time acquisition unit acquires the vibration convergence time measured based on a change in a steering angle of a steering wheel of the vehicle.

8. 8. The information processing apparatus according to claim 1, wherein the evaluation unit outputs warning information indicating a warning regarding a control state of the vehicle to the driver as the evaluation result.

9. An information processing method executed by an information processing device, a measurement value acquiring step in which the measurement value acquiring unit acquires measurement values ​​that change along with the behavior of the vehicle in the vehicle width direction while the vehicle is running; a vibration convergence time acquisition step in which a vibration convergence time acquisition unit acquires a vibration convergence time indicating a time until the measurement value converges when vibration of the measurement value occurs; an evaluation step in which an evaluation unit evaluates a current control state of the vehicle by the driver based on the vibration convergence time; an output step in which an output unit outputs an evaluation result by the evaluation unit; An information processing method comprising:

10. A program to be executed by a computer, a measurement value acquiring step in which the measurement value acquiring unit acquires measurement values ​​that change along with the behavior of the vehicle in the vehicle width direction while the vehicle is running; a vibration convergence time acquisition step in which a vibration convergence time acquisition unit acquires a vibration convergence time indicating a time until the measurement value converges when vibration of the measurement value occurs; an evaluation step in which an evaluation unit evaluates a current control state of the vehicle by the driver based on the vibration convergence time; an output step in which an output unit outputs an evaluation result by the evaluation unit; A program that causes the computer to execute the above.

11. A recording medium storing the program according to claim 10.

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