Operational state management device, operational state management system, and operational state management method

Abstract

To provide an operational state management device that can appropriately give instructions for rest to a vehicle depending on its travel time and a congestion state of a possible rest site.SOLUTION: An operational state management device 100 comprises: a vehicle information acquisition unit 111 for acquiring vehicle information including its travel state that shows positional information of the vehicle and a state of continuous operation; and an operation state determination unit 112 for determining whether or not a vehicle driver needs a rest based on the vehicle information. The operational state management device 100 also comprises a congestion information acquisition unit 113 for acquiring congestion information about a road on which the vehicle travels and a rest candidate site. In addition, the operational state management device 100 comprises a rest candidate site determination unit 114 for determining whether or not the vehicle driver can take a rest at the rest candidate site within a prescribed time on the basis of the vehicle information and the congestion information when it is determined that the vehicle driver needs a rest. Furthermore, the operational state management device 100 comprises a notification unit 115 for notifying an on-vehicle device of the rest-site candidate that is determined to be available for rest, when it is determined that the vehicle can use the candidate site for rest.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a driving situation management device, a driving situation management system, and a driving situation management method. [Background technology]

[0002] Conventionally, technologies for supporting safe driving and labor management of drivers have been proposed. Patent Document 1 discloses a traffic management system that suggests rest points to drivers selected from a number of rest facilities. The traffic management system disclosed in Patent Document 1 suggests rest facilities that are deemed optimal as rest points according to the driver's fatigue level based on acquired biometric information of the driver. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2023-172749 Summary of the Invention [Problem to be solved by the invention]

[0004] In long-distance transportation, the Improvement Standards Notification stipulates that "a 30-minute rest period must be provided for every four hours of continuous driving." However, the operation management system disclosed in Patent Document 1 suggests rest points to drivers, but does not meet the above standard. Therefore, a system that can suggest appropriate rest points based on the actual driving time is needed.

[0005] The present invention has been made in consideration of the problems inherent in the prior art, and an object of the present invention is to provide a driving situation management device that can give appropriate rest instructions according to the travel time of the vehicle and the congestion situation at rest points. [Means for solving the problem]

[0006] A driving status management device according to an aspect of the present invention includes a vehicle information acquisition unit that acquires vehicle information including at least vehicle location information and driving conditions indicating the status of continuous driving from an onboard device mounted on the vehicle; a driving status determination unit that determines whether the driver of the vehicle needs to rest based on the vehicle information; a congestion information acquisition unit that acquires congestion information on the roads on which the vehicle is traveling and on candidate rest locations that the vehicle is expected to reach; a candidate rest location determination unit that, when it is determined that a rest is necessary, determines whether it is possible to take a rest at the candidate rest location within a specified time period based on the vehicle information and the congestion information; and a notification unit that, when it is determined that a rest is possible at the candidate rest location, notifies the onboard device of the candidate rest location where it has been determined that a rest is possible.

[0007] A driving status management system according to another aspect of the present invention is a driving status management system comprising an on-board unit mounted on a vehicle and a driving status management device that manages the driving status of the vehicle, wherein the on-board unit acquires the vehicle's position information and driving status indicating the status of continuous driving, and transmits the acquired position information and driving status to the driving status management device, and the driving status management device comprises a vehicle information acquisition unit that acquires vehicle information including the position information and driving status, a driving status determination unit that determines whether the driver of the vehicle needs to rest based on the vehicle information, a congestion information acquisition unit that acquires congestion information on the roads on which the vehicle is traveling and candidate rest locations that the vehicle is expected to reach, a candidate rest location determination unit that, when it is determined that a rest is necessary, determines whether it is possible to rest at the candidate rest location within a specified time period based on the vehicle information and the congestion information, and a notification unit that, when it is determined that a rest is possible at the candidate rest location, notifies the on-board unit of the candidate rest location that is determined to be possible.

[0008] A driving situation management method according to another aspect of the present invention is a driving situation management method executed by a computer, which acquires vehicle information including at least the vehicle's location information and driving conditions indicating the status of continuous driving from an onboard device mounted on the vehicle, determines whether the driver of the vehicle needs to rest based on the vehicle information, acquires congestion information for the road on which the vehicle is traveling and for candidate rest locations that the vehicle is expected to reach, and if the driving situation determination unit determines that a rest is necessary, determines whether a rest is possible at the candidate rest location within a predetermined time period based on the vehicle information and the congestion information, and if it is determined that a rest is possible at the candidate rest location, notifies the onboard device of the candidate rest location where it has been determined that a rest is possible. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a driving condition management device that can give appropriate rest instructions depending on the travel time of the vehicle and the congestion status at rest points. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a diagram showing a configuration of a driving condition management system according to an embodiment of the present invention; [Figure 2] 1 is a block diagram showing a configuration of an in-vehicle device applied to a driving condition management system according to an embodiment of the present invention; [Figure 3] 1 is a block diagram showing a configuration of an operating status management device according to an embodiment of the present invention; [Figure 4] 1 is a block diagram showing a functional configuration of a driving status management device according to an embodiment of the present invention; [Figure 5] 10 is a diagram for explaining congestion information applied to the driving status management device according to the present embodiment. FIG. [Figure 6] 4 is a flowchart illustrating an example of processing performed by the driving status management device according to the present embodiment. [Figure 7A] 10A and 10B are diagrams for explaining an image detected by a driving condition management system according to another embodiment. [Figure 7B]FIG. 10 is a diagram for explaining traffic congestion information applied to a driving condition management system according to another embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0011] The driving status management system 10 and the driving status management device 100 according to this embodiment will be described in detail below with reference to the drawings. Note that the dimensional proportions in the drawings are exaggerated for the sake of explanation and may differ from the actual proportions. In addition, in the following description of the drawings, the same or similar parts are denoted by the same or similar reference numerals.

[0012] (Configuration of driving condition management system 10) 1 is a diagram showing the configuration of a driving condition management system 10 according to this embodiment. The driving condition management system 10 includes an on-board device 200 mounted on a vehicle 20, and a driving condition management apparatus 100 connected to the on-board device 200 via a base station 50 and a network 40. The driving condition management system 10 may also include a management terminal 30.

[0013] In long-distance transportation by trucks, etc., the Improvement Standards Notification stipulates that "a 30-minute break must be ensured for every four hours of continuous driving time." Furthermore, if an unexpected event occurs, such as being unable to secure a break time within the designated time due to congestion at rest areas, the continuous driving time can be extended to four and a half hours, allowing for flexible operation management.

[0014] However, while conventional vehicle operation management systems provide advance warnings and alerts to drivers when continuous driving time has expired and an alarm is issued when the time has exceeded four hours, they do not provide appropriate rest instructions based on the vehicle's driving time or the congestion at rest stops.

[0015] The driving condition management system 10 according to this embodiment realizes appropriate rest instructions according to the travel time of the vehicle and the congestion status at rest points.

[0016] Next, the details of the in-vehicle device 200 and the driving condition management apparatus 100 included in the driving condition management system 10 according to this embodiment will be described.

[0017] (Configuration of the vehicle-mounted device 200) 2 is a block diagram showing the configuration of an in-vehicle device 200 applied to the driving condition management system 10 according to this embodiment. As shown in FIG. 2, the in-vehicle device 200 includes a CPU 210. The in-vehicle device 200 also includes a speed signal IF 231, an engine signal IF 232, a GPS (Global Positioning System) IF 233, an external input / output IF 234, and a sensor signal IF 235. The in-vehicle device 200 also includes a wide-area communication module 241, a non-volatile memory 242, a volatile memory 243, an SD card 244, a SW input unit 245, an LCD (Liquid Crystal Display) 246, and a speaker 247.

[0018] The CPU 210 executes pre-installed programs to realize various functions required for the vehicle-mounted device 200. The main operations of the CPU 210 will be described later.

[0019] The speed signal IF 231 converts a predetermined vehicle speed signal output from the vehicle side into a signal suitable for input processing by the CPU 210. The CPU 210 can grasp the traveling speed and traveling distance of the vehicle 20 by monitoring the number of pulses and the signal period of the vehicle speed signal.

[0020] The engine signal IF 232 converts a predetermined engine rotation signal output from the vehicle side into a signal suitable for input processing by the CPU 210. The CPU 210 can grasp the engine rotation speed (rpm) by monitoring the number of pulses and the signal period of the engine rotation signal.

[0021] The GPSIF 233 is used to input signals from a GPS receiver (not shown) to the CPU 210. The GPS receiver receives radio waves from multiple GPS (Global Positioning System) satellites and can calculate the current position of the vehicle 20, which is the reception point. The CPU 210 can acquire information about the current position from the GPS receiver via the GPSIF 233.

[0022] The external input / output IF 234 converts a predetermined external signal into a signal suitable for input processing by the CPU 210. For example, a signal indicating the position of a gear stage is input as the predetermined external signal. Furthermore, a signal indicating the magnitude of acceleration applied to the vehicle 20 can be input as the external signal to the external input / output IF 234. Furthermore, the predetermined external signal may be, for example, a signal acquired by a camera (imaging device) mounted on the vehicle 20.

[0023] The sensor signal IF 235 is used to input to the CPU 210 information acquired by sensors provided on the vehicle 20, such as an angular velocity sensor, a weight sensor, and a temperature sensor.

[0024] The wide-area communication module 241 has a function of establishing a wireless communication line with, for example, a wireless base station (not shown) provided by a mobile communication carrier, etc., and enabling wide-area wireless communication. The wide-area communication module 241 can communicate with the driving status management device 100 via an antenna (not shown) and the network 40.

[0025] The nonvolatile memory 242 is an electronic device such as a flash memory that can read data and rewrite the stored data by accessing the CPU 210. The nonvolatile memory 242 is used to store data such as various parameters, constant data, and programs used by the in-vehicle device 200.

[0026] The volatile memory 243 is a semiconductor memory device that can read and write data freely by accessing it from the CPU 210. The volatile memory 243 is used to temporarily store various data that the CPU 210 handles.

[0027] The SD card 244 is detachably connected to the vehicle-mounted device 200 using a predetermined card interface (not shown). The SD card 244 is used to store various data to be recorded by the vehicle-mounted device 200, such as operation data of the vehicle 20.

[0028] The SW input unit 245 includes switches that generate signals representing the operation states of a plurality of buttons to receive input operations from a user equivalent to the driver of the vehicle 20. For example, switch signals acquired by the SW input unit 245 include an ON / OFF signal of an ignition SW (not shown), an ON / OFF signal of a brake SW (not shown), an ON / OFF signal of a blinker SW (not shown), etc. Signals representing the operation states of each button (SW) are input from the SW input unit 245 to the CPU 210.

[0029] The LCD 246 is located on the front of the housing of the in-vehicle device 200 in a position that is easily visible to the driver, and is used to display the operating status of the in-vehicle device 200 and to display information required for user input operations under the control of the CPU 210. In this embodiment, it is also possible to display rest instructions transmitted from the driving status management device 100.

[0030] The speaker 247 is disposed in a position where the driver can easily hear, such as on the front side of the housing of the in-vehicle device 200, and is used to output sounds indicating the operating status of the in-vehicle device 200 and output audio information required for the user's input operation, under the control of the CPU 210. In this embodiment, it is also possible to output rest instructions transmitted from the driving status management device 100.

[0031] The CPU 210 transmits various pieces of information acquired via the speed signal IF 231, the engine signal IF 232, the GPS IF 233, the external input / output IF 234, and / or the sensor signal IF 235 to the driving status management device 100 via the wide area communication module 241. For example, the CPU 210 of the in-vehicle device 200 acquires position information and driving status of the vehicle 20, and transmits the acquired position information and driving status to the driving status management device 100. Note that the driving status may include information indicating a continuous driving status.

[0032] (Configuration of the operating condition management device 100) 3 is a block diagram showing the configuration of the driving status management device 100 according to this embodiment. In this embodiment, the driving status management device 100 is configured by a general computer including a control unit 110, a storage unit 120, an input / output IF 130 (Interface), and a communication IF 140. The driving status management device 100 may be installed as a function on a cloud server, for example.

[0033] The control unit 110, for example, runs an operating system to control the entire driving status management device 100. Furthermore, the control unit 110 operates based on a program stored in the storage unit 120, and executes each function of the driving status management device 100, which will be described later. Note that the program is not limited to being stored in the storage unit 120, and may be stored in, for example, a ROM (Read Only Memory) (not shown) or the like within the driving status management device 100.

[0034] As shown in Fig. 4, the storage unit 120 stores information included in a vehicle information DB 121 (DB: Database) and a congestion information DB 122 as data. Note that there may be one or more storage units 120 for storing these pieces of data. For example, a single storage unit 120 may be configured to store the data in separate areas. Alternatively, the data may be distributed and stored in multiple storage devices installed in physically separate locations.

[0035] The input / output IF 130 is, for example, a component (interface) for a user (administrator) to exchange data with the driving condition management device 100. The input / output IF 130 includes, for example, an input IF and an output IF (not shown).

[0036] The input IF in the input / output IF 130 has an interface function for the user to input various information, and information is input from outside the driving status management device 100. The user inputs information to the input IF via, for example, a keyboard, a mouse, a touch panel, a trackball, or a voice recognition device connected to the driving status management device 100. The input IF can also input information as a data input terminal for inputting data from an external storage device (not shown) or the like.

[0037] The output IF in the input / output IF 130 can display vehicle information and congestion information (described later) on a display device (not shown) connected to the driving status management device 100. The display device is, for example, a display device, a projector device, or the like.

[0038] The communication IF 140 is an interface that enables mutual communication between the driving condition management device 100, the in-vehicle device 200 of the vehicle 20, and the management terminal 30 via the network 40.

[0039] (Functional configuration of the driving condition management device 100) Fig. 4 is a block diagram showing the functional configuration of the driving status management device 100 according to this embodiment. As shown in Fig. 4, the control unit 110 of the driving status management device 100 includes, as functions, a vehicle information acquisition unit 111, a driving status determination unit 112, a congestion information acquisition unit 113, a candidate rest area determination unit 114, a notification unit 115, and a driving result storage unit 116.

[0040] The vehicle information acquisition unit 111 acquires vehicle information including at least the position information of the vehicle 20 and the driving status indicating the status of continuous driving from the in-vehicle device 200 mounted on the vehicle 20. In addition, the vehicle information acquisition unit 111 stores the acquired vehicle information in the vehicle information DB 121.

[0041] The driving situation determination unit 112 determines whether the driver of the vehicle 20 needs to take a break based on the vehicle information. Specifically, the driving situation determination unit 112 determines whether a break is needed based on whether the continuous driving situation indicated in the driving situation is approaching four hours. For example, the driving situation determination unit 112 may determine that a break is needed when the continuous driving time exceeds three hours as the continuous driving situation. Note that the determination by the driving situation determination unit 112 is not limited to a configuration in which the continuous driving time is determined to be three hours as the threshold, and may also be determined to be a time shorter or longer than three hours as the threshold.

[0042] The congestion information acquisition unit 113 acquires congestion information about the roads on which the vehicle 20 is traveling and the potential rest areas that the vehicle 20 is expected to reach. The congestion information acquisition unit 113 also stores the acquired congestion information in the congestion information DB 122.

[0043] Fig. 5 is a diagram for explaining congestion information applied to the driving status management device 100 according to this embodiment. The congestion information acquisition unit 113 acquires congestion information based on the information shown in Fig. 5. For example, the congestion information may be information acquired from a database provided by a road traffic information and communication system. Alternatively, the congestion information may be information acquired from a database operated by a road administrator.

[0044] When the driving situation determination unit 112 determines that a rest is necessary, the rest stop candidate determination unit 114 determines whether a rest stop is possible at a rest stop candidate within a predetermined time period based on the vehicle information and congestion information. Specifically, the rest stop candidate determination unit 114 determines whether a rest stop is possible based on the location information of the vehicle 20 included in the vehicle information, and whether there is a rest stop candidate that is not "congested" and can be reached within the predetermined time period. In this embodiment, the predetermined time period is four hours.

[0045] Furthermore, when determining whether a non-congested rest area candidate determination unit 114 can reach the rest area candidate within a predetermined time, the determination may be made based on congestion information about the road on which the vehicle 20 travels.

[0046] Furthermore, if it is determined that a rest period cannot be taken at the rest period candidate location, the rest period candidate determination unit 114 generates an updated predetermined time by increasing the predetermined time, and determines whether a rest period can be taken at the rest period candidate location within the updated predetermined time. In this embodiment, the updated predetermined time is set to 4 hours and 30 minutes, an increase of 30 minutes from 4 hours. This allows the driving status management device 100 to extend the continuous driving time to 4 hours and 30 minutes even if an unexpected event occurs, such as when the rest period cannot be secured within the predetermined time due to congestion at the rest period candidate location.

[0047] When it is determined that a rest can be taken at the candidate rest area, the notification unit 115 notifies the vehicle-mounted device 200 of the candidate rest area where it has been determined that a rest can be taken. The vehicle-mounted device 200, which has been notified of the candidate rest area, notifies the driver via the LCD 246 and / or the speaker 247 that a rest is necessary and of the candidate rest area.

[0048] Furthermore, if it is determined that a rest can be taken at the candidate rest location within a predetermined time period after the update, the notification unit 115 notifies the vehicle-mounted device 200 of the candidate rest location where it has been determined that a rest can be taken. This enables the driving status management device 100 to appropriately instruct the driver of the vehicle 20 to take a rest.

[0049] Furthermore, when it is determined that a rest break is not possible at the candidate rest location within the predetermined time after the update, the notification unit 115 notifies the management terminal 30 that the driver of the vehicle 20 will not be able to take a rest break within the predetermined time after the update. This allows the driving status management device 100 to record the reason when the driver of the vehicle 20 is unable to take a rest within the predetermined time and within the predetermined time after the update, making it possible to perform more accurate operation management.

[0050] The driving result storage unit 116 stores the driving results of the vehicle 20 in the vehicle information DB 121. For example, the driving results correspond to continuous driving time or rest time at rest areas. The driving result storage unit 116 also stores the results when a rest break cannot be taken within the predetermined time of 4 hours or the predetermined time after update of 4 hours and 30 minutes due to congestion at candidate rest areas or on the traveled road. The stored driving results are used, for example, as a daily report in the operation management of the vehicle 20. This enables the driving status management device 100 to appropriately manage the operation of the vehicle 20.

[0051] (Outline of processing flow of the driving condition management device 100) Next, the flow of processing in the driving status management device 100 will be shown using the flowchart shown in Fig. 6. The series of operations of the driving status management device 100 shown in the flowchart in Fig. 6 starts when the driving status management device 100 is started, and ends when the work is completed. The processing in the flowchart shown in Fig. 6 also ends when the power is turned off or an interrupt occurs to end the processing. In addition, in the following explanation of the flowchart, the same content as that described in the above explanation of the driving status management system 10 and the driving status management device 100 will be omitted or simplified.

[0052] In step S601, the vehicle information acquisition unit 111 acquires vehicle information including at least the position information of the vehicle 20 and the driving status indicating the status of continuous driving from the in-vehicle device 200 mounted on the vehicle 20. In addition, the vehicle information acquisition unit 111 stores the acquired vehicle information in the vehicle information DB 121. Thereafter, the process proceeds to step S602.

[0053] In step S602, the driving situation determination unit 112 determines whether the driver of the vehicle 20 needs to take a break based on the vehicle information. Specifically, the driving situation determination unit 112 determines whether a break is needed based on whether the continuous driving situation indicated in the driving situation is approaching four hours. For example, the driving situation determination unit 112 may determine that a break is needed when the continuous driving time exceeds three hours as the continuous driving situation. Note that the determination by the driving situation determination unit 112 is not limited to a configuration in which the continuous driving time is determined to be three hours as the threshold, and may also be determined to be a time shorter or longer than three hours as the threshold.

[0054] In step S602, if the driving situation determination unit 112 determines based on the threshold that the time when a break will be required is approaching (step S602: YES), the process proceeds to step S603. On the other hand, in step S602, if the driving situation determination unit 112 determines based on the threshold that the time when a break will be required is not approaching (step S602: NO), the process returns to step S601, and the process from step S601 is repeated.

[0055] In step S603, the congestion information acquisition unit 113 acquires congestion information about the roads on which the vehicle 20 is traveling and the candidate rest areas that the vehicle 20 is expected to reach. The congestion information acquisition unit 113 also stores the acquired congestion information in the congestion information DB 122. Thereafter, the process proceeds to step S604.

[0056] In step S604, when the driving situation determination unit 112 determines that a rest is necessary, the rest stop candidate determination unit 114 determines whether a rest stop is possible at a rest stop candidate within a predetermined time period based on the vehicle information and congestion information. Specifically, the rest stop candidate determination unit 114 determines whether a rest stop is possible based on whether there is a rest stop candidate that is not "congested" and can be reached within the predetermined time period, based on the location information of the vehicle 20 included in the vehicle information. In this embodiment, the predetermined time period is four hours.

[0057] In step S604, if candidate rest place determination unit 114 determines that a rest can be taken within the predetermined travel time (step S604: YES), the process proceeds to step S607. On the other hand, in step S604, candidate rest place determination unit 114 determines that a rest cannot be taken within the predetermined travel time (step S604: NO), the process proceeds to step S605.

[0058] In step S605, the rest stop candidate location determination unit 114 extends the continuous driving time by 30 minutes. Specifically, if it is determined that a rest stop cannot be taken at the rest stop candidate location, the rest stop candidate location determination unit 114 generates an updated predetermined time by increasing the predetermined time. In this embodiment, the updated predetermined time is set to 4 hours and 30 minutes, which is an increase of 30 minutes from 4 hours. Then, the process proceeds to step S606.

[0059] In step S606, the rest location candidate determination unit 114 determines whether or not it is possible to take a rest at the rest location candidate within the predetermined time after the update. In step S606, if the rest location candidate determination unit 114 determines that it is possible to take a rest at the rest location candidate within the predetermined time after the update (step S606: YES), the process proceeds to step S607. On the other hand, in step S606, if the rest location candidate determination unit 114 determines that it is not possible to take a rest at the rest location candidate within the predetermined time after the update (step S606: NO), the process proceeds to step S609.

[0060] In step S607, if it is determined that a rest is possible at the candidate rest area, the notification unit 115 notifies the vehicle-mounted device 200 of the candidate rest area determined to be possible. The vehicle-mounted device 200, upon being notified of the candidate rest area, notifies the driver that a rest is necessary and of the candidate rest area via the LCD 246 and / or the speaker 247. Thereafter, the process proceeds to step S608.

[0061] In step S608, the control unit 110 determines whether the break was taken as scheduled based on the vehicle information transmitted from the vehicle 20. If the control unit 110 determines in step S608 that the break was taken as scheduled (step S608: YES), the process proceeds to step S610. On the other hand, if the control unit 110 determines in step S608 that the break was not taken as scheduled (step S608: NO), the process proceeds to step S609.

[0062] Here, a situation in which a break is not taken as planned includes, for example, a case in which a driver enters a candidate rest area that is not "congested," but the area becomes "congested" at the time of entry and the driver is unable to take the break as planned. In addition, a situation in which a break is not taken as planned includes, for example, a case in which the driver is unable to take the break as planned due to road congestion or driver error, despite a rest instruction from notification unit 115.

[0063] In step S609, the driving result storage unit 116 stores the result that a rest break could not be taken within the predetermined time of 4 hours or the predetermined time after update of 4 hours and 30 minutes due to congestion at candidate rest areas or on the traveled road. This stored driving result is used, for example, as a daily report for the operation management of the vehicle 20. This enables the driving status management device 100 to appropriately manage the operation of the vehicle 20. Then, the process proceeds to step S610.

[0064] In step S610, the control unit 110 determines whether or not the vehicle 20 has finished traveling. If the control unit 110 determines in step S610 that the vehicle 20 has finished traveling (step S610: YES), the process ends. On the other hand, if the control unit 110 determines in step S610 that the vehicle 20 has not finished traveling (step S610: NO), the process returns to step S601, and the process from step S601 is repeated.

[0065] As described above, the driving status management device 100 includes a vehicle information acquisition unit 111 that acquires vehicle information including at least the position information of the vehicle 20 and a driving status indicating a continuous driving status from the in-vehicle device 200 mounted on the vehicle 20. The driving status management device 100 also includes a driving status determination unit 112 that determines whether the driver of the vehicle 20 needs to take a rest based on the vehicle information. The driving status management device 100 also includes a congestion information acquisition unit 113 that acquires congestion information on the roads on which the vehicle 20 is traveling and on candidate rest locations that the vehicle 20 is expected to reach. The driving status management device 100 also includes a candidate rest location determination unit 114 that, when the driving status determination unit 112 determines that a rest is necessary, determines whether a rest is possible at the candidate rest location within a predetermined time period based on the vehicle information and the congestion information. The driving status management device 100 also includes a notification unit 115 that, when it is determined that a rest is possible at the candidate rest location, notifies the in-vehicle device 200 of the candidate rest location where a rest is possible.

[0066] As a result, the driving status management device 100 can determine whether or not a rest is possible based on vehicle information and congestion information, and can give appropriate rest instructions depending on the traveling time of the vehicle 20 and the congestion situation at the rest point.

[0067] Furthermore, when it is determined that a rest period cannot be taken at a rest period candidate location, the rest period candidate determination unit 114 of the driving status management device 100 may generate an updated predetermined time by increasing the predetermined time, and determine whether a rest period can be taken at the rest period candidate location within the updated predetermined time. Furthermore, when it is determined that a rest period can be taken at a rest period candidate location within the updated predetermined time, the notification unit 115 may notify the in-vehicle device 200 of the rest period candidate location determined to be available for a rest period. This allows the driving status management device 100 to extend the continuous driving time to 4 hours and 30 minutes even in the event of an unexpected event, such as when the rest period cannot be secured within the predetermined time due to congestion at the rest period candidate location, thereby realizing flexible operation management.

[0068] Furthermore, when it is determined that a rest break is not possible at the candidate rest location within a predetermined time after updating, the notification unit 115 of the driving status management device 100 may notify the management terminal 30 that the driver of the vehicle 20 will not be able to take a rest break within the predetermined time after updating. This allows the driving status management device 100 to record the reason when the driver of the vehicle 20 is unable to take a rest break within the predetermined time and within the predetermined time after updating, thereby enabling more accurate operation management.

[0069] (Other embodiments) Although the embodiments have been described in detail with reference to the drawings, the present embodiments are not limited to the contents described in the above embodiments. Furthermore, the components described above include those that can be easily imagined by a person skilled in the art and those that are substantially the same. Furthermore, the configurations described above can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the configurations can be made without departing from the spirit of the embodiments.

[0070] In the above-described embodiment, the congestion information acquisition unit 113 acquires, as congestion information, information acquired from a database provided by a road traffic information communication system or information acquired from a database operated by a road administrator. However, the configuration of the driving condition management system 10 according to this embodiment is not limited to this configuration.

[0071] For example, the congestion information may be information generated based on image information acquired by an imaging device mounted on the vehicle 20 and acquired via the in-vehicle device 200. Specifically, the congestion information acquisition unit 113 may acquire image information of guide signs (see FIG. 7A) set at predetermined intervals on the road on which the vehicle 20 is traveling, and extract congestion information such as that shown in FIG. 7B based on the image information. The extraction of congestion information may be performed using a general pattern recognition technique or an OCR (Optical Character Recognition) technique. This enables the driving status management device 100 to acquire congestion information based on road information corresponding to the traveling of the vehicle 20, thereby enabling more accurate operation management.

[0072] Furthermore, the driving status management device 100 may acquire image information via the in-vehicle devices 200 of a plurality of vehicles 20. Furthermore, the driving status management device 100 may integrate congestion information based on image information from the plurality of vehicles 20 and store the information in the congestion information DB 122. By integrating congestion information based on a plurality of pieces of image information, the driving status management device 100 can apply congestion information based on image information from other vehicles 20 to a vehicle 20 for which accurate image information could not be acquired due to weather conditions such as dense fog or snow. This enables the driving status management device 10 as a system to perform more accurate operation management of the vehicles 20.

[0073] In the above-described embodiment, the driving status management system 10 is configured to be provided in a server or the like connected to the in-vehicle device 200 of the vehicle 20 via the network 40. For example, the driving status management system 100 may be configured to be operated by the CPU 210 of the in-vehicle device 200 of the vehicle 20. In this case, the congestion information acquisition unit 113 may acquire the congestion information based on image information acquired by the above-described imaging device. With this configuration, the driving status management system 10 can manage the operation of the vehicle 20 in real time without the in-vehicle device 200 of the vehicle 20 communicating with a server or the like.

[0074] Furthermore, a computer program (driving situation management program) that causes a computer to execute the processing (driving situation management method) in the driving situation management device 100 described above, and a computer-readable recording medium on which the program is recorded, are included within the scope of this embodiment. Here, any type of computer-readable recording medium may be used. Furthermore, the computer program is not limited to being recorded on the recording medium described above, and may be transmitted via a telecommunications line, a wireless or wired communication line, a network such as the Internet, or the like.

[0075] The features of the operating condition management device 100 will be described below.

[0076] The driving status management device 100 according to the first aspect includes a vehicle information acquisition unit 111 that acquires vehicle information including at least location information of the vehicle 20 and a driving status indicating a continuous driving status from an in-vehicle device 200 mounted on the vehicle 20. The driving status management device 100 also includes a driving status determination unit 112 that determines whether the driver of the vehicle 20 needs to take a rest based on the vehicle information. The driving status management device 100 also includes a congestion information acquisition unit 113 that acquires congestion information on roads on which the vehicle 20 is traveling and candidate rest locations that the vehicle 20 is expected to reach. The driving status management device 100 also includes a candidate rest location determination unit 114 that, when the driving status determination unit 112 determines that a rest is necessary, determines whether a rest is possible at the candidate rest locations within a predetermined time period based on the vehicle information and the congestion information. The driving status management device 100 also includes a notification unit 115 that, when it is determined that a rest is possible at the candidate rest locations, notifies the in-vehicle device 200 of the candidate rest locations where a rest is possible.

[0077] According to the above configuration, the driving status management device 100 determines whether or not a rest is possible based on vehicle information and congestion information, and is therefore able to give appropriate rest instructions depending on the travel time of the vehicle 20 and the congestion situation at the rest point.

[0078] When it is determined that a rest cannot be taken at a rest candidate location, the candidate rest location determination unit 114 of the driving status management device 100 according to the second aspect may generate an updated predetermined time by increasing the predetermined time, and determine whether a rest can be taken at the rest candidate location within the updated predetermined time. Furthermore, when it is determined that a rest can be taken at the rest candidate location within the updated predetermined time, the notification unit 115 may notify the in-vehicle device 200 of the candidate rest location where it has been determined that a rest can be taken.

[0079] According to the above configuration, the driving status management device 100 can extend the continuous driving time up to 4 hours and 30 minutes even in the event of an unexpected event such as not being able to secure rest time within the specified time due to congestion at a rest area, thereby realizing flexible operation management.

[0080] The notification unit 115 of the driving status management device 100 according to the third aspect may notify the management terminal 30 that the driver of the vehicle 20 will not be able to take a break within the specified time after the update if it is determined that a break is not possible at the candidate rest location within the specified time after the update.

[0081] According to the above configuration, the driving status management device 100 can record the reason why the driver of the vehicle 20 is unable to take a rest within a specified time and within a specified time after the update, thereby enabling more accurate driving management.

[0082] The congestion information applied to the driving status management device 100 according to the fourth aspect may be information acquired by an imaging device mounted on the vehicle 20 and generated based on image information acquired via the vehicle-mounted device 200.

[0083] According to the above configuration, the driving status management device 100 can acquire congestion information based on road information according to the traveling of the vehicle 20, and can perform more accurate operation management.

[0084] The image information applied to the driving condition management device 100 according to the fifth embodiment may be information acquired via the in-vehicle devices 200 of the plurality of vehicles 20.

[0085] According to the above configuration, the driving status management device 100 integrates congestion information based on multiple pieces of image information. This allows the driving status management device 100 to apply congestion information based on image information from other vehicles 20 to a vehicle 20 for which accurate image information could not be obtained due to weather conditions such as dense fog or snow. This allows the driving status management system 10 as a system to perform more accurate operation management of the vehicles 20.

[0086] A driving situation management system 10 according to a sixth aspect includes an on-board device 200 mounted on a vehicle 20 and a driving situation management device 100 that manages the driving situation of the vehicle 20. The on-board device 200 acquires position information and a driving situation indicating a continuous driving situation of the vehicle 20, and transmits the acquired position information and driving situation to the driving situation management device 100. The driving situation management device 100 includes a vehicle information acquisition unit 111 that acquires vehicle information including the position information and the driving situation. The driving situation management device 100 also includes a driving situation determination unit 112 that determines whether the driver of the vehicle 20 needs to take a rest based on the vehicle information. The driving situation management device 100 also includes a congestion information acquisition unit 113 that acquires congestion information on roads on which the vehicle 20 is traveling and on candidate rest stop locations that the vehicle 20 is expected to reach. The driving status management device 100 also has a candidate rest location determination unit 114 that determines whether a rest is possible at a candidate rest location within a predetermined time period based on vehicle information and congestion information when the driving status determination unit 112 determines that a rest is necessary. Furthermore, the driving status management device 100 has a notification unit 115 that, when it is determined that a rest is possible at a candidate rest location, notifies the in-vehicle device 200 of the candidate rest location where it has been determined that a rest is possible.

[0087] According to the above configuration, the driving status management system 10 determines whether or not a rest is possible based on vehicle information and congestion information, and is therefore able to give appropriate rest instructions depending on the travel time of the vehicle 20 and the congestion situation at the rest point.

[0088] A driving situation management method according to a seventh aspect is a driving situation management method executed by a computer. The driving situation management method acquires vehicle information including at least the position information of the vehicle 20 and a driving situation indicating a continuous driving situation from an in-vehicle device 200 installed in the vehicle 20. The driving situation management method also determines whether the driver of the vehicle 20 needs to take a rest based on the vehicle information. The driving situation management method also acquires congestion information on the roads on which the vehicle 20 is traveling and on candidate rest locations that the vehicle 20 is expected to reach. If it is determined that a rest is necessary, the driving situation management method also determines whether a rest can be taken at the candidate rest locations within a predetermined time period based on the vehicle information and the congestion information. If it is determined that a rest can be taken at the candidate rest locations, the driving situation management method also notifies the in-vehicle device 200 of the candidate rest locations where it has been determined that a rest can be taken.

[0089] According to the above configuration, the driving status management method determines whether or not a rest is possible based on vehicle information and congestion information, making it possible to give appropriate rest instructions depending on the traveling time of vehicle 20 and the congestion situation at the rest point. [Explanation of symbols]

[0090] 10. Operational Status Management System 20 vehicles 30 Management terminal 40 Network 50 base stations 100 Operation status management device 110 control section 111 Vehicle Information Acquisition Unit 112 Driving situation determination unit 113 Congestion Information Acquisition Unit 114 Rest candidate spot determination department 115 Notification Department 116 Driving result storage unit 120 Storage section 121 Vehicle Information DB 122 Congestion Information DB 200 Onboard equipment

Claims

1. a vehicle information acquisition unit that acquires vehicle information including at least position information of the vehicle and a driving status indicating a continuous driving status from an on-board device mounted on the vehicle; a driving situation determination unit that determines whether a driver of the vehicle needs to rest based on the vehicle information; a congestion information acquisition unit that acquires congestion information about roads on which the vehicle is traveling and candidate rest areas that the vehicle is expected to reach; a candidate rest location determination unit that, when the driving situation determination unit determines that a rest is necessary, determines whether a rest can be taken at the candidate rest location within a predetermined time period based on the vehicle information and the congestion information; and a notification unit that notifies the vehicle-mounted device of the rest stop candidate location where it has been determined that a rest stop is possible at the rest stop candidate location when it has been determined that a rest stop is possible at the rest stop candidate location; An operating status management device comprising:

2. the rest candidate location determination unit, when it is determined that a rest cannot be taken at the rest candidate location, generates an updated predetermined time by increasing the predetermined time, and determines whether a rest can be taken at the rest candidate location within the updated predetermined time; The driving status management device according to claim 1, wherein the notification unit notifies the vehicle-mounted device of the candidate rest location where it has been determined that a rest is possible if it is determined that a rest is possible at the candidate rest location within a predetermined time period after the update.

3. The driving status management device of claim 2, wherein the notification unit notifies the management terminal that the driver of the vehicle will not be able to take a break within the specified time after the update if it is determined that a break is not possible at the candidate rest location within the specified time after the update.

4. The congestion information is acquired by an imaging device mounted on the vehicle and is information generated based on image information acquired via the on-board device. A driving status management device as described in any one of claims 1 to 3.

5. The driving condition management device according to claim 4 , wherein the image information is information acquired via the in-vehicle devices of the plurality of vehicles.

6. A driving situation management system including an on-board device mounted on a vehicle and a driving situation management device that manages the driving situation of the vehicle, the in-vehicle device acquires location information of the vehicle and a driving status indicating a continuous driving status, and transmits the acquired location information and the driving status to the driving status management device; The driving condition management device a vehicle information acquisition unit that acquires vehicle information including the location information and the driving status; a driving situation determination unit that determines whether a driver of the vehicle needs to rest based on the vehicle information; a congestion information acquisition unit that acquires congestion information about roads on which the vehicle is traveling and candidate rest areas that the vehicle is expected to reach; a candidate rest location determination unit that, when the driving situation determination unit determines that a rest is necessary, determines whether a rest can be taken at the candidate rest location within a predetermined time period based on the vehicle information and the congestion information; and a notification unit that notifies the vehicle-mounted device of the rest stop candidate location where it has been determined that a rest stop is possible at the rest stop candidate location when it has been determined that a rest stop is possible at the rest stop candidate location; A driving status management system with

7. A driving situation management method executed by a computer, comprising: Acquire vehicle information including at least vehicle position information and a driving status indicating a continuous driving status from an on-board device mounted on the vehicle; determining whether a driver of the vehicle needs a rest based on the vehicle information; Obtain congestion information on the roads on which the vehicle is traveling and on potential rest areas that the vehicle is expected to reach; When it is determined that a rest stop is necessary, it is determined whether or not it is possible to take a rest stop at the candidate rest stop location within a predetermined time period based on the vehicle information and the congestion information; When it is determined that a rest can be taken at the candidate rest location, the candidate rest location where it has been determined that a rest can be taken is notified to the in-vehicle device.

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