Management device, management system, management method, and management program

Abstract

To recommend life habits according to an operation plan to a crew to contribute to accident prevention.SOLUTION: A second server 30 as a management device comprises: a first acquisition unit 33 which acquires an operation plan at least including an operation start time of a vehicle V; a second acquisition unit 34 which acquires biological information of a crew of the vehicle V; a preparation unit 35 which prepares a life improvement guidance plan on the basis of the operation plan and the biological information; and a communication unit 32 which transmits the life improvement guidance plan.SELECTED DRAWING: Figure 4

Description

[Technical Field]

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

[0002] BACKGROUND ART There is known an operation management system that acquires biological information indicating the fatigue level of a vehicle driver and suggests rest points to the driver (see Patent Document 1). [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] Conventional technologies including Patent Document 1 detect the fatigue level of crew members from biological information, but no technology has been proposed that utilizes biological information to support improvements in the lives of crew members.

[0005] The present invention provides a management device, a management system, an operation management method, and an operation management program that can encourage drivers to adopt lifestyle habits that are in line with operation plans and contribute to accident prevention. [Means for solving the problem]

[0006] In order to achieve the above-mentioned object, the management device according to the present invention has the following features. a first acquisition unit that acquires an operation plan that includes at least an operation start time of a vehicle; a second acquisition unit that acquires biometric information of a driver of the vehicle; a creation unit that creates a lifestyle improvement guidance plan based on the operation plan and the biological information; a transmission unit that transmits the lifestyle improvement guidance plan; A management device comprising:

[0007] In order to achieve the above-mentioned object, the management system according to the present invention has the following features. The management device; a wearable terminal for collecting the biometric information; an operation management device that manages the operation of the vehicle; The transmission unit of the management device transmits the lifestyle improvement guidance plan to at least one of the wearable device and the operation management device. Management system.

[0008] In order to achieve the above-mentioned object, the management method according to the present invention is characterized as follows. Obtaining an operation plan that includes at least the vehicle's operation start time; Acquire biometric information of the vehicle's crew; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; Management method.

[0009] In order to achieve the above-mentioned object, the management program according to the present invention has the following features. obtaining an operation plan including at least a vehicle operation start time; acquiring biometric information of a driver of the vehicle; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; A management program that causes a computer to execute the following. [Effects of the Invention]

[0010] According to the present invention, it is possible to encourage crew members to adopt lifestyle habits that are in line with operation plans, thereby contributing to the prevention of accidents.

[0011] The present invention has been briefly described above. The details of the present invention will become clearer by reading the following detailed description of the invention (hereinafter referred to as "embodiments") with reference to the accompanying drawings. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is an explanatory diagram showing an outline of the support for improving the lives of crew members implemented by the management system according to the present invention. [Figure 2] FIG. 2 is a system configuration diagram showing an example of the configuration of a management system according to an embodiment of the present invention. [Figure 3] FIG. 3 is a block diagram showing an example of the configuration of the second server according to an embodiment of the present invention. [Figure 4] FIG. 4 is a sequence diagram showing an outline of the procedure of the operation management method carried out by the management system according to the embodiment. [Figure 5] FIG. 5 is a flowchart showing an outline of the steps of a method for creating a lifestyle improvement lesson plan performed by the second server according to the embodiment. [Figure 6] FIG. 6 is a block diagram showing an example of the configuration of an in-vehicle device according to one embodiment of the present invention. [Figure 7] FIG. 7 is a block diagram showing an example of the configuration of an administrator PC (operation management device) according to one embodiment of the present invention. [Figure 8] FIG. 8 is a flowchart showing an outline of the procedure of the operation management method carried out by the administrator PC according to the embodiment. [Figure 9] FIG. 9 is a sub-flowchart showing the content of step S20 in FIG. [Figure 10] FIG. 10 is a graph showing a rough outline of changes in fatigue levels of crew members. [Figure 11] FIG. 11 is a sub-flowchart showing the content of step S30 in FIG. [Figure 12] FIG. 12(A) is a table showing the correspondence between the total on-duty time over the past week and the estimated level of fatigue, and FIG. 12(B) is a table showing the correspondence between the total driving time over the past two days and the estimated level of fatigue. [Figure 13] FIG. 13 is a table showing the overall estimated fatigue level in the combination of the estimated fatigue level based on the total on-duty time and the estimated fatigue level based on the total driving time. [Figure 14]FIG. 14 is a table showing the rest time over the last two days that should be taken into account in the estimated fatigue level. [Figure 15] FIG. 15 is a table showing accumulated fatigue levels in combinations of estimated fatigue levels based on biological information and estimated fatigue levels based on driving data. [Figure 16] FIG. 16 is a graph showing an example of changes in fatigue level or stress, which is a characteristic of a particular crew member. [Figure 17] FIG. 17 is a table showing the characteristics of each crew member for each delivery route. [Figure 18] FIG. 18 is a sub-flowchart (part 1) showing the content of step S60 in FIG. [Figure 19] FIG. 19 is a sub-flowchart (part 2) showing the content of step S60 in FIG. [Figure 20] FIG. 20 is a table showing the delivery routes assigned to each crew member. DETAILED DESCRIPTION OF THE INVENTION

[0013] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A specific embodiment of the present invention will be described below with reference to the drawings. Figure 1 is an explanatory diagram showing an outline of support for improving the lives of crew members implemented by a management system according to the present invention.

[0014] The management system compares the crew's biometric information with the vehicle's operation plan and analyzes the correlation between the two. The crew's biometric information is collected using a biometric sensor attached to a wearable device such as a smart watch. The biometric information includes, for example, sleep time, drowsiness, fatigue level, etc. The biometric sensor can continuously acquire the crew's biometric information for at least 24 hours. The operation plan is created by the operator of the vehicle. The operation plan includes one or more routes, and includes, for example, operation time (departure time, return time), driving route, driving distance, driving speed, etc.

[0015] As a result of the analysis, a lifestyle improvement guidance plan is created for the crew to encourage them to improve their lifestyles. A specific example of a lifestyle improvement guidance plan here is a proposal for a desirable bedtime. For example, based on an analysis of a flight schedule in which crew members feel drowsy or tired during operation in relation to their sleep time, a bedtime is set by working backwards from the flight time to ensure the desired amount of sleep. The bedtime is notified to the crew, for example, by an alert on a wearable device.

[0016] This will allow drivers to improve their lifestyles by ensuring they get an appropriate amount of sleep in accordance with operating plans, which will help prevent accidents caused by drowsy driving.

[0017] 2 is a system configuration diagram showing an example of the configuration of a management system 1 according to one embodiment of the present invention. The management system 1 is operated by a service provider whose clients are businesses (e.g., transportation companies) that manage the operation of vehicles V such as trucks. The management system 1 includes a wearable terminal 3, a communication terminal 5, an in-vehicle device 10, a first server 20, a second server 30, a third server 40, and an administrator PC (personal computer) 50.

[0018] The wearable device 3 is a device that can be worn by a driver of the vehicle V and includes a biometric sensor. The biometric sensor can collect biometric information, including the driver's sleep time, drowsiness, and fatigue level. The biometric information may include the driver's pulse wave, heart rate, stress, and alertness. The wearable device 3 has a communication function for transmitting the biometric information collected by the biometric sensor. The wearable device 3 is, for example, a smartwatch, but is not limited to a smartwatch. The wearable device 3 can acquire and store the driver's biometric information 24 hours a day and transmit the collected biometric information to the first server 20 periodically or at any time. In other words, the wearable device 3 can collect the driver's biometric information not only while driving but also while sleeping, for example. In this embodiment, the wearable device 3 transmits the biometric information to the first server 20 via the communication terminal 5, as described below. However, the wearable device 3 may be configured to be wirelessly connectable to the network N, and the biometric information may be transmitted to the first server 20 without the communication terminal 5.

[0019] The communication terminal 5 is an electronic device capable of wireless communication with external devices, and includes a mobile phone, smartphone, tablet, etc., but is not limited to portable devices and may be a stationary device. The communication terminal 5 is capable of receiving biometric information transmitted from the wearable device 3 via short-range wireless communication such as Bluetooth (registered trademark). The communication terminal 5 is capable of wirelessly connecting to a network N such as the Internet via wireless communication. The communication terminal 5 is capable of transmitting the biometric information received from the wearable device 3 to the first server 20 via the network N.

[0020] The vehicle-mounted device 10 is mounted on a vehicle V such as a truck, and collects operation data (so-called digital tachograph data) including the driving conditions of the vehicle V. The collected operation data includes the driving speed, route, and distance traveled of the vehicle V, and is used, for example, to create a daily report on the vehicle's operation for one day. Specifically, the vehicle-mounted device 10 is a driving recorder that records the driving speed, driving time, driving distance, etc. of the vehicle V. The vehicle-mounted device 10 also functions as a drive recorder that can capture images of the surroundings of the vehicle V using a camera mounted on the vehicle V. The vehicle-mounted device 10 can be wirelessly connected to a network N, for example, via wireless communication.

[0021] The first server 20 is a computer device that can communicate with other devices via the network N, and is operated by, for example, a service provider. In this embodiment, the first server 20 mainly plays a role in managing the biometric information received from the communication terminal 5.

[0022] The second server 30 is a computer device capable of communicating with other devices via the network N, and is operated by, for example, a service provider. In this embodiment, the second server 30 mainly receives biometric information from the first server 20 and operation data from the third server 40 (described later), and plays a role in creating and transmitting a lifestyle improvement guidance plan. The second server 30 also plays a role in analyzing the correlation between the received biometric information and operation data, determining whether or not the operation plan needs to be revised based on the analysis results, and creating a new operation plan if it is determined that a revision is necessary.

[0023] The third server 40 is a computer device that can communicate with other devices via the network N, and is operated by, for example, a service provider. In this embodiment, the third server 40 mainly serves to receive operation data from the administrator PC 50 and transmit it to the second server 30. The third server 40 also serves to manage the operation data collected by the vehicle-mounted device 10.

[0024] The administrator PC 50 is a communication terminal used by an administrator of a business operator that operates the vehicle V, and is a computer device that can communicate with other devices via the network N. The communication terminal is not limited to a fixed installation type, and may be a portable device such as a tablet, smartphone, or mobile phone. The administrator PC 50 may be capable of communicating with the in-vehicle device 10.

[0025] 3 is a block diagram showing an example of the configuration of the second server 30 according to the embodiment. The second server 30 is a management device capable of creating a lifestyle improvement lesson plan, which is a core function of the management system 1, and includes a control unit 31, a communication unit 32, a first acquisition unit 33, a second acquisition unit 34, a creation unit 35, and a storage unit 36.

[0026] The control unit 31 is an arithmetic processing unit (computer) that mainly controls the second server 30. The control unit 31 reads out server programs stored in a memory, storage unit 36, etc. (not shown), and causes each unit of the second server 30 to execute predetermined processes. The control unit 31 also has a function of analyzing the correlation between biometric information and operation data, and a function of determining whether or not the operation plan needs to be revised based on the analysis results, and creating a new operation plan if it is determined that a revision is necessary.

[0027] The communication unit 32 functions as a receiving unit that receives biometric information of the crew from the first server 20, receives operation data of the vehicle V from the third server 40, and receives an operation plan from the manager PC 50 via the network N. The communication unit 22 receives the operation data of the vehicle V and the biometric information of the crew, for example, at predetermined time intervals. The communication unit 32 also functions as a transmitting unit that transmits a lifestyle improvement guidance plan created by the creation unit 35 (described later) to the wearable terminal 3, the manager PC 50, etc. The communication unit 32 also functions as a transmitting unit that transmits a new operation plan created by the control unit 31 to the manager PC 50, etc.

[0028] The first acquisition unit 33 acquires an operation plan. The first acquisition unit 33 may acquire an operation plan created by the manager PC 50 or the like and received by the communication unit 32, or may acquire an operation plan created by the control unit 31. The operation plan includes at least the operation start time of the vehicle V.

[0029] The second acquisition unit 34 acquires the biometric information of the driver of the vehicle V received by the communication unit 32. The second acquisition unit 34 acquires, for example, time-series data of numerical values ​​indicating the driver's fatigue level or drowsiness while driving, information such as sleeping hours, etc. as the biometric information.

[0030] The creation unit 35 creates a lifestyle improvement guidance plan based on the operation plan acquired by the first acquisition unit 33 and the biometric information acquired by the second acquisition unit 34. The created lifestyle improvement guidance plan is transmitted by the communication unit 32 to the wearable device 3, the communication terminal 5, the administrator PC 50, etc.

[0031] The storage unit 36 ​​is a storage device that stores various data and programs. The storage unit 36 ​​may store a management program that causes the control unit 31 to execute a management method described below. Note that at least one of the first acquisition unit 33, the second acquisition unit 34, and the creation unit 35 may be a function realized by software that is realized by a program stored in the storage unit 36, for example.

[0032] FIG. 4 is a sequence diagram showing an outline of the procedure of the management method implemented by the management system 1 according to the embodiment. The wearable device 3 acquires biometric information of a driver of the vehicle V and transmits the biometric information to the communication terminal 5 via short-range wireless communication (step S101). This transmission of the biometric information may be performed, for example, at predetermined time intervals. The communication terminal 5 transmits the received biometric information to the first server 20 via the network N (step S102). The first server 20 further transmits the received biometric information to the second server 30 via the network N (step S103). Note that the biometric information transmitted in steps S101, S102, and S103 does not have to be exactly the same. For example, the biometric information transmitted in steps S102 and S103 may be a part of the biometric information transmitted in step S101, or may be processed biometric information.

[0033] Meanwhile, the third server 40 transmits the operation data collected by the vehicle-mounted device 10 to the second server 30 via the network N (step S104). The operation data transmitted by the third server 40 to the second server 30 may be operation data transmitted from the vehicle-mounted device 10 to the third server 40 via the network N. Furthermore, the operation data transmitted by the third server 40 to the second server 30 may be operation data read from the vehicle-mounted device 10 to the administrator PC 50 via a recording medium and transmitted from the administrator PC 50 via the network N.

[0034] The second server 30 creates or acquires an operation plan (step S105). The second server 30 may acquire the operation plan created by the control unit 31, or may receive and acquire an operation plan created by the administrator PC 50 by referring to operation data from the vehicle-mounted device 10, for example. Details of step S105 will be described later (see FIG. 8, etc.). Furthermore, the second server 30 creates a lifestyle improvement lesson plan based on the operation plan (step S106). Details of step S106 will be described later with reference to FIG. 5. The communication unit 32 of the second server 30 transmits the created lifestyle improvement lesson plan to the wearable device 3 and the administrator PC 50 (step S107).

[0035] Basically, in step S101, the wearable device 3 sequentially acquires the biometric information of the driver of the vehicle V. In each subsequent step, the timing of information transmission from each device is arbitrary, and information transmission may be performed at a fixed cycle.

[0036] 5 is a flowchart showing an outline of a method for creating a lifestyle improvement lesson plan performed by the second server 30 according to the embodiment in step S106. The second acquisition unit 34 acquires the sleep time from the driver's biometric information received by the communication unit 32 in step S103 (step S1). The second acquisition unit 34 acquires the driver's biometric information while driving the vehicle V.

[0037] Furthermore, the second acquisition unit 34 acquires, from the biological information, drowsiness and fatigue levels while driving the vehicle V (step S2). The creation unit 35 determines whether the drowsiness and fatigue levels while driving acquired by the second acquisition unit 34 exceed predetermined thresholds (step S3). If the drowsiness and fatigue levels exceed the predetermined thresholds (Yes in step S3), the creation unit 35 sets the recommended sleep time to be longer (step S4). If the drowsiness and fatigue levels do not exceed the predetermined thresholds (No in step S3), the creation unit 35 sets the recommended sleep time to be shorter (step S5).

[0038] Meanwhile, the first acquisition unit 33 acquires information on the operation start time from the latest operation plan (step S6). For example, if the first acquisition unit 33 has acquired a one-week operation plan, it extracts the operation start time for the corresponding day. The creation unit 35 sets the recommended sleep time by counting back the operation start time acquired by the first acquisition unit 33 by the recommended sleep time (step S7), and creates a lifestyle improvement guidance plan including the recommended sleep time (step S8). That is, the creation unit 35 creates a lifestyle improvement guidance plan including the recommended sleep time adjusted depending on whether the biometric information satisfies a predetermined condition, as in step S3. In other words, the creation unit 35 creates a lifestyle improvement guidance plan in which the recommended sleep time is extended or shortened from the sleep time acquired in step S1 depending on whether the biometric information of the driver while driving satisfies a predetermined condition.

[0039] According to the second server 30 of this embodiment, by comparing the biological information (sleep time) of the driver with the operation plan as in step S7, it is possible to create and propose lifestyle habits that match the operation plan, which can contribute to suppressing drowsy driving and preventing accidents.

[0040] The second server 30 also creates a lifestyle improvement guidance plan including a recommended sleep time adjusted depending on whether or not the biological information satisfies a predetermined condition, such as the relationship between sleepiness or fatigue level and a predetermined threshold (step S3). This makes it possible to propose more specific lifestyle habits, such as the recommended sleep time.

[0041] Furthermore, the communication unit 32 can transmit the lifestyle improvement guidance plan to at least one of the wearable device 3 that collects biometric information and the manager PC 50 that manages the operation of the vehicle V. As a result, the lifestyle improvement guidance plan is transmitted to the wearable device 3 or the manager PC 50, so that the driver can refer to the wearable device 3 and make efforts to improve their lifestyle, and the manager of the manager PC 50 can check the lifestyle improvement guidance plan that has been created. This makes it possible to utilize the lifestyle improvement guidance plan more easily and effectively.

[0042] In the above embodiment, the wearable terminal 3 and the communication terminal 5 are separate devices, but the wearable terminal 3 may have the same functions as the communication terminal 5 and may directly communicate wirelessly via the network N.

[0043] The creation / acquisition of the operation plan in step S105 may be performed at any timing before the creation of the lifestyle improvement guidance plan in step S106. Also, for example, the operation plan created by the administrator PC 50 may be received by the third server 40 and transmitted to the second server 30 at any timing.

[0044] The second server 30 may transmit the lifestyle improvement lesson plan created in step S106 only to the administrator PC 50, and the administrator PC 50 may then transmit it to the wearable device 3. The second server 30 may also transmit the lifestyle improvement lesson plan to the communication terminal 5.

[0045] The following explanation relates to a process in which the manager's PC 50, which is an operation management device, assigns a driver to a route based on the driver's fatigue level corresponding to biometric information, separate from the lifestyle improvement support. This route assignment process is part of safe driving support and can further contribute to accident prevention.

[0046] 6 is a block diagram showing an example of the configuration of the vehicle-mounted device 10 according to the embodiment. The vehicle-mounted device 10 includes a control unit 11, a speed information acquisition unit 12, an engine information acquisition unit 13, a biological information acquisition unit 15, and a communication unit 16.

[0047] The control unit 11 is a processing unit (computer) that mainly controls the vehicle-mounted device 10. The control unit 11 reads a program for the vehicle-mounted device stored in a memory (not shown) and causes each unit of the vehicle-mounted device 10 to execute a predetermined process.

[0048] The speed information acquisition unit 12 acquires the traveling speed of the vehicle V from a speedometer or the like of the vehicle V. The engine information acquisition unit 13 acquires engine information including engine on / off information, engine RPM, and the like. The speed information acquisition unit 12 and the engine information acquisition unit 13 can calculate at least one of the on-duty time and driving time of the driver of the vehicle V from the speedometer, engine values, and the like. The biometric information acquisition unit 15, like the wearable device 3, acquires biometric information indicating the driver's fatigue level during operation of the vehicle V from a biometric information sensor.

[0049] The fatigue level of the crew member during operation of the vehicle V may include the fatigue level at the time of roll call (before the day's operation), the fatigue level after the previous operation, the fatigue level continuously acquired during the past operation, the fatigue level continuously acquired during the past week's operation, etc. Furthermore, the biometric information representing the crew member's fatigue level may include the driver's pulse wave, heart rate, drowsiness, stress, attention level, etc., which may be indicators of fatigue level. The biometric information sensor may be any sensor capable of acquiring the above-mentioned biometric information, and may be installed on the steering wheel or the driver's seat held by the driver, or may be directly attached to the driver's arm, etc. The biometric information sensor may be of a non-contact type or a contact type. For example, the biometric information sensor may be composed of a pulse wave sensor or an imaging unit capable of capturing images of the driver's face, eyes, etc. The biometric information acquired by the biometric information acquisition unit 15 is stored in a memory (not shown).

[0050] The communication unit 16 functions as a transmitter that transmits operation data of the vehicle V, including the traveling speed, engine information, driver's on-duty time, driver's driving time, etc., and driver's biological information, for example, at every predetermined time interval via the network N. The communication unit 16 also functions as a receiver that receives information from other devices.

[0051] 7 is a block diagram showing an example of the configuration of an administrator PC 50 according to an embodiment. The administrator PC 50 includes a control unit 51, a communication unit 52, a biometric information acquisition unit 53, an operation data acquisition unit 54, a delivery plan acquisition unit 55, an allocation unit 56, a calculation unit 57, and a storage unit 58.

[0052] The control unit 51 is an arithmetic processing unit (computer) that mainly controls the administrator PC 50. The control unit 51 reads out a server program stored in a memory (not shown), a storage unit 58, etc., and causes each unit of the administrator PC 50 to execute a predetermined process.

[0053] The communication unit 52 functions as a receiving unit that receives operation data of the vehicle V and biometric information of the crew from the in-vehicle device 10, the wearable terminal 3, etc. via the network N, and also functions as a transmitting unit that transmits information to other devices. The communication unit 52 receives the operation data of the vehicle V and the biometric information of the crew, for example, at predetermined time intervals.

[0054] The biometric information acquisition unit 53 acquires the biometric information received by the communication unit 52 from the in-vehicle device 10 or the wearable terminal 3. The operation data acquisition unit 54 acquires the operation data of the vehicle V collected by the in-vehicle device 10. The operation data acquisition unit 54 acquires the operation data of the vehicle V received by the communication unit 52 from the in-vehicle device 10 or the third server 40.

[0055] The delivery plan acquisition unit 55 acquires a delivery plan including one or more routes, which is created, for example, by the manager of the vehicle V on the manager PC 50. The allocation unit 56 determines whether to assign a driver to any of the routes included in the delivery plan based on the fatigue level indicated by the biometric information acquired by the biometric information acquisition unit 53.

[0056] The calculation unit 57 calculates the fatigue level using the biometric information during operation for a certain period of time that was acquired during the past certain period of time by the biometric information acquisition unit 53. The allocation unit 56 can also determine whether to allocate a driver to any of the routes included in the delivery plan based on the fatigue level calculated by the calculation unit 57.

[0057] The calculation unit 57 can also calculate the estimated fatigue level from the operation data acquired by the operation data acquisition unit 54. In this case, the allocation unit 56 can determine whether to assign a driver to any of the routes included in the delivery plan based on the estimated fatigue level.

[0058] The memory unit 58 is a storage device that stores various data and programs. The memory unit 58 may store an operation management program that causes the control unit 51 to execute an operation management method described below. At least one of the biometric information acquisition unit 53, the operation data acquisition unit 54, the delivery plan acquisition unit 55, the allocation unit 56, and the calculation unit 57 may be a function realized by software that is realized by a program stored in the memory unit 58, for example.

[0059] 8 is a flowchart showing an outline of the procedure of the operation management method performed by the administrator PC 50 according to the embodiment. The biometric information acquisition unit 53 acquires past biometric information from the vehicle-mounted device 10 or the wearable device 3, the operation data acquisition unit 54 acquires operation data from the vehicle-mounted device 10 or the third server 40, and the delivery plan acquisition unit 55 acquires the delivery plan created by the administrator (step S10). The calculation unit 57 calculates the fatigue level using the acquired biometric information (step S20). Next, the calculation unit 57 calculates an estimated fatigue level from the acquired operation data (step S30).

[0060] Furthermore, the calculation unit 57 calculates the accumulated fatigue level from the fatigue level calculated in step S20 and the estimated fatigue level calculated in step S30 (step S40). Furthermore, the calculation unit 57 calculates the characteristics of each crew member (step S50). The allocation unit 56 allocates crew members to any of the routes included in the delivery plan acquired in step S10 based on the accumulated fatigue level calculated in step S40 and the characteristics of each crew member calculated in step S50, and creates a delivery plan with the crew members allocated (step S60). The communication unit 52 transmits the delivery plan with the crew members allocated to the routes to the vehicle-mounted device 10 (step S90).

[0061] FIG. 9 is a sub-flowchart showing the content of step S20 in FIG. 8. That is, the calculation unit 57 processes the biometric information acquired in step S10 according to the procedure in FIG. 9 to calculate the fatigue level. The calculation unit 57 first acquires a fatigue value represented by biometric information acquired by the biometric information acquisition unit 53 during a certain period in the past, for example, the last two days of operation (while the vehicle is in operation) (step S21). The calculation unit 57 calculates the amount of change in this fatigue value (step S22). FIG. 10 is a graph showing a rough outline of the change in the fatigue level of the driver. The amount of change corresponds to the length of the double-headed arrow in this graph, and is calculated as the difference between a predetermined reference value, such as the fatigue level at the time of departure, and the fatigue value obtained every predetermined time (for example, 10 minutes) (amount of change = reference value - fatigue value every predetermined time).

[0062] Next, the calculation unit 57 integrates the amount of change in the fatigue value over a certain period of time (step S23), and calculates the fatigue level based on the integrated value (step S24). The final fatigue level is expressed in three levels, for example, high, medium, and low, depending on the calculated value.

[0063] Fig. 11 is a sub-flowchart showing the content of step S30 in Fig. 8. That is, the calculation unit 57 processes the operation data acquired in step S10 according to the procedure in Fig. 11 to calculate an estimated fatigue level. The calculation unit 57 acquires the on-duty time from the operation data for a certain period in the past, for example, the most recent week (step S31), calculates the total on-duty time for the most recent week (step S32), and calculates the estimated fatigue level based on the calculated total on-duty time (step S33).

[0064] 12(A) is a table showing the correspondence between the total on-duty time over the past week and the estimated fatigue level, and is stored in, for example, the storage unit 58. In step S33, the calculation unit 57 uses this table to calculate the estimated fatigue level based on the total on-duty time. It is estimated that the limit for the total on-duty time per week is approximately 44 hours. Therefore, this table specifies that the estimated fatigue level is high when the driving time is 36 hours or more (more than 80% of the on-duty time), medium when the driving time is 27 hours or more (more than 60% of the on-duty time), and low when the driving time is less than 27 hours.

[0065] Furthermore, the calculation unit 57 acquires driving time from operation data for a certain period in the past, for example, the most recent two days (step S34), calculates the total driving time for the most recent two days (step S35), and calculates an estimated fatigue level based on the calculated total driving time (step S36).

[0066] 12(B) is a table showing the correspondence between the total driving time and the estimated fatigue level over a certain period of time in the past, for example, the most recent two days, and is stored in, for example, the storage unit 58. In step S36, the calculation unit 57 uses this table to calculate the estimated fatigue level based on the total driving time. It is estimated that the maximum driving time is approximately 9 hours per day (18 hours in two days). Therefore, this table defines the estimated fatigue level as high when the driving time is 15 hours or more (more than 80% of the driving time), medium when the driving time is 11 hours or more (more than 60% of the driving time), and low when the driving time is less than 11 hours.

[0067] Finally, the calculation unit 57 calculates a comprehensive estimated fatigue level based on the two estimated fatigue levels calculated in step S33 and step S36 (step S37).

[0068] 13 is a table used by the calculation unit 57 to calculate the overall estimated fatigue level in step S37, and is stored in the memory unit 58, for example. This table shows the overall estimated fatigue level for a combination of an estimated fatigue level based on the total amount of on-duty time over the most recent week and an estimated fatigue level based on the total amount of driving time over the most recent two days. For example, if the estimated fatigue level based on the total amount of on-duty time is medium and the estimated fatigue level based on the total amount of driving time is high, the overall estimated fatigue level is high. If the estimated fatigue level based on the total amount of on-duty time is medium and the estimated fatigue level based on the total amount of driving time is low, the overall estimated fatigue level is low.

[0069] The calculation unit 57 may also take into account the rest time of the crew member when calculating the estimated fatigue level. Fig. 14 is a table showing the contents to be taken into account in the estimated fatigue level regarding the rest time over a certain period in the past, for example, the most recent two days, and is stored, for example, in the storage unit 58. For example, while a guideline is to take rest time of 11 hours or more per day, it is possible to take into account in the estimated fatigue level whether or not the crew member has taken rest for at least 9 hours.

[0070] Next, the calculation unit 57 calculates the accumulated fatigue level from the fatigue level calculated in step S20 and the estimated fatigue level calculated in step S30 (step S40). FIG. 15 shows a table used by the calculation unit 57 to calculate the accumulated fatigue level in step S40, which is stored in, for example, the storage unit 58. This table shows the accumulated fatigue level when the estimated fatigue level based on the biometric information calculated in step S20 is combined with the estimated fatigue level based on the operational data calculated in step S20. For example, if the estimated fatigue level based on the biometric information is high and the estimated fatigue level based on the operational data is also high, the accumulated fatigue level is so high that the crew member needs a day off (day off required). If the estimated fatigue level based on the biometric information is high and the estimated fatigue level based on the operational data is low, the accumulated fatigue level is medium.

[0071] Next, the calculation unit 57 calculates the characteristics of each crew member from the past biometric information acquired in step S10 (step S50). The crew member characteristics here are characteristics that the crew member exhibits in relation to driving, and include fatigue level, stress, recovery level, etc. FIG. 16 is a graph showing an example of changes in fatigue level or stress, which are characteristics of a specific crew member. This graph shows that the fatigue level or stress of this crew member changes for each delivery route.

[0072] Fig. 17 is a table showing the characteristics of each crew member for each delivery route, and is stored, for example, in the memory unit 58. When the calculation unit 57 obtains the data of Fig. 12 for each crew member obtained from each in-vehicle device 10, it calculates the characteristics of the crew member for each delivery route, and the memory unit 58 stores the characteristics in the format of the table of Fig. 17.

[0073] The table in Figure 17 lists five delivery routes, No. 1 to No. 5, and each delivery route is characterized by characteristics such as distance, whether loading and unloading is required, delivery mode, etc. The five crew members, Crew A to Crew E, have characteristics that cause them to feel high, medium, or low levels of fatigue or stress for each delivery route.

[0074] For example, crew member A has low fatigue and stress on delivery route No. 1, but medium fatigue and high stress on delivery route No. 5. Crew member C has medium fatigue and stress on delivery route No. 3, but low fatigue and high stress on delivery route No. 4. Crew member E has no experience of driving any of the delivery routes, so his fatigue and stress characteristics have not been obtained.

[0075] The table in Figure 17 also includes the desired work style of each crew member. For example, crew member A's work type is a day trip and he / she wants to load and unload cargo (OK). Crew member B's work type is an overnight trip and he / she does not want to load and unload cargo (NG).

[0076] Next, the allocation unit 56 allocates crew members to any of the routes included in the delivery plan acquired in step S10 based on the accumulated fatigue levels calculated in step S40 and the characteristics of each crew member calculated in step S50, and creates a delivery plan with the crew members allocated (step S60). Figure 18 is a sub-flowchart (part 1) showing the content of step S60 in Figure 8, and Figure 19 is a continuation of Figure 18 and is a sub-flowchart (part 2) showing the content of step S60 in Figure 8. That is, the allocation unit 56 allocates crew members to routes in accordance with the procedures in Figures 18 and 19.

[0077] The allocation unit 56 acquires the accumulated fatigue levels of all crew members calculated in step S40 (step S61). The allocation unit 56 determines whether or not there are any crew members who need to take a day off (step S62), and if there are any crew members who need to take a day off (No in step S62), the allocation unit 56 sets the crew members who need to take a day off to a day off and removes them from the options (step S63).

[0078] If there are no crew members who require a day off (Yes in step S62), or after setting the crew members who require a day off as holidays (step S63), the allocation unit 56 creates a delivery plan in descending order of the crew members' accumulated fatigue levels (step S64). The allocation unit 56 determines whether there are multiple crew members with the same accumulated fatigue level (step S65). If there are not multiple crew members with the same accumulated fatigue level (No in step S65), the allocation unit 56 refers to the table in FIG. 17, selects a delivery route with low stress-related characteristics for each crew member, and assigns that crew member to that route. This completes the creation of a delivery plan with crew members assigned (step S67).

[0079] If there are multiple crew members with the same accumulated fatigue level (Yes in step S65), the allocation unit 56 compares the stress-related characteristics of the crew members (step S68). The allocation unit 56 determines whether there are multiple crew members with the same stress-related characteristics (step S69). If there are not multiple crew members with the same stress-related characteristics (No in step S69), the allocation unit 56 refers to the table in FIG. 17, selects a delivery route with a low fatigue-related characteristic for each crew member, and allocates that crew member to the route (step S70). This completes the creation of a delivery plan with crew members allocated (step S67).

[0080] If there are multiple crew members with the same stress-related characteristics (Yes in step S69), the allocation unit 56 compares the fatigue-related characteristics of the crew members (step S71). The allocation unit 56 determines whether there are multiple crew members with the same fatigue-related characteristics (step S72). If there are not multiple crew members with the same fatigue-related characteristics (No in step S72), the allocation unit 56 refers to the table in FIG. 13, selects a delivery route so that the relationship between the crew member's desired work type and the delivery route distance is as follows, and allocates the crew member (step S73). Desired work type: Day trip → Distance: Short Desired work type: overnight → distance: long This completes the creation of a delivery plan with crew members assigned (step S67).

[0081] If there are multiple crew members with the same fatigue-related characteristics (Yes in step S72), the allocation unit 56 compares the crew members' preferences regarding their work types (step S74). The allocation unit 56 determines whether there are multiple crew members with the same preferences regarding their work types (step S75). If there are not multiple crew members with the same preferences regarding their work types (No in step S75), the allocation unit 56 refers to the table in FIG. 17, selects a delivery route based on the crew members' preferences regarding whether or not they will load and unload, and allocates the crew members (step S76). That is, the allocation unit 56 allocates crew members who wish to load and unload (OK) to a delivery route with loading and unloading, and allocates crew members who do not wish to load and unload (NG) to a delivery route without loading and unloading. This completes the creation of a delivery plan with assigned crew members (step S67).

[0082] If there are multiple crew members with the same preference regarding the type of work (Yes in step S75), the allocation unit 56 compares the crew members' preferences regarding loading and unloading (step S77). The allocation unit 56 determines whether there are multiple crew members with the same preference regarding loading and unloading (step S78). If there are not multiple crew members with the same preference regarding loading and unloading (No in step S78), the allocation unit 56 selects a route according to the crew members' preferences regarding loading and unloading and allocates the crew members (step S79). That is, the allocation unit 56 allocates crew members who wish to load and unload (OK) to a delivery route with loading and unloading, and allocates crew members who do not wish to load and unload (NG) to a delivery route without loading and unloading. This completes the creation of a delivery plan with crew members allocated (step S67).

[0083] If there are multiple crew members with the same preferences for loading and unloading (Yes in step S78), the allocation unit 56 allocates the crew members to delivery routes in no particular order (step S80). The allocation unit 56 determines whether there are any delivery routes to which no crew members have been assigned (step S81). If there are no delivery routes to which no crew members have been assigned (No in step S81), the creation of a delivery plan with assigned crew members is completed (step S67).

[0084] If there is a delivery route to which no crew member has been assigned (Yes in step S81), it is assumed that there is a shortage of crew members, and the delivery plan will be reviewed again, taking into consideration measures such as changing the schedule or outsourcing (step S82).

[0085] Figure 20 is a table showing the delivery routes assigned by the allocation unit 56 to each crew member. Crew member A has a high level of accumulated fatigue, so he is assigned to a delivery route with a low load. Crew member B has a medium level of accumulated fatigue, so he is assigned to a delivery route with a medium load among the remaining delivery routes. Crew member C has a high level of accumulated fatigue and needs a day off, so he is on a day off and is not assigned to a delivery route. Crew member D has a low level of accumulated fatigue, so he is assigned to a delivery route with a high load. Crew members E and F have no past records of accumulated fatigue, so they are assigned to routes desired by the crew members or delivery routes with available space.

[0086] Finally, the communication unit 52 transmits the delivery plan to which the crew has been assigned to each vehicle-mounted device 10 (step S90). Note that if the delivery plan is reviewed again in step S82, the communication unit 52 may transmit to the vehicle-mounted device 10 a message indicating that there is no delivery plan to which the crew has been assigned.

[0087] As described above, the manager's PC 50 according to the embodiment includes at least a biometric information acquisition unit 53 that acquires biometric information of a driver, a delivery plan acquisition unit 55 that acquires a delivery plan, and an allocation unit 56 that determines whether to assign a driver to one of the delivery routes included in the delivery plan based on the driver's fatigue level. By allocating a driver to one of the delivery routes based on the driver's fatigue level, the driver's fatigue can be addressed, contributing to safe driving and improved work efficiency. Furthermore, the system can promote a reduction in driver turnover, thereby contributing to the profits of transportation businesses and the like.

[0088] Furthermore, the manager PC 50 according to the embodiment may include a calculation unit 57 that can calculate a fatigue level using biometric information acquired during operation for a certain period of time in the past by the biometric information acquisition unit 53 (step S20). In this case, the allocation unit 56 can determine whether to assign a driver to any of the delivery routes included in the delivery plan based on the fatigue level calculated by the calculation unit 57 (step S60). This allows a driver to be assigned to any of the delivery routes depending on the fatigue level during past operation.

[0089] Furthermore, the manager PC 50 according to the embodiment may include an operation data acquisition unit 54 that acquires operation data of the vehicle V during operation for a certain period of time, the operation data including at least one of on-duty time and driving time (step S20). In this case, the calculation unit 57 calculates an estimated fatigue level from the operation data, and the allocation unit 56 can determine whether to assign a crew member to one of the routes included in the delivery plan based on the calculated estimated fatigue level. This allows a crew member to be assigned to one of the routes according to the estimated fatigue level calculated based on operation data including either on-duty time or driving time. This allows for more appropriate allocation of crew members to delivery routes. However, acquisition of operation data by the operation data acquisition unit 54 is not essential, and the manager PC 50 may calculate a fatigue level using only biometric information acquired by the biometric information acquisition unit 53 and assign crew members to delivery routes.

[0090] Furthermore, the calculation unit 57 can calculate the estimated fatigue level by taking into account the on-duty time and driving time in the operation data (step S30). This allows the estimated fatigue level to be calculated based on the on-duty time and driving time, and allows for more appropriate allocation of crew members to delivery routes. However, calculating the estimated fatigue level is not essential, and the calculation unit 57 may calculate only the fatigue level described above.

[0091] Furthermore, the calculation unit 57 may calculate an accumulated fatigue level from the biometric information during operation for a certain period of time and the calculated estimated fatigue level (step S40), and the allocation unit 56 may determine whether to allocate a crew member to any of the routes included in the delivery plan based on the accumulated fatigue level. This allows a crew member to be allocated to any of the routes depending on the accumulated fatigue level, thereby more appropriately allocating crew members to delivery routes. However, calculation of the accumulated fatigue level is not essential. The calculation unit 57 may, for example, calculate only the fatigue level or the estimated fatigue level described above.

[0092] The allocation unit 56 may determine the allocation by taking into account the characteristics of each crew member for each delivery route (steps S50, S60). This allows the crew member to be assigned to one of the routes depending on the crew member's characteristics, and allows for more appropriate allocation of crew members to delivery routes. However, it is not essential to take into account the crew member's characteristics. The allocation unit 56 may also assign crew members to routes based on, for example, the fatigue level, estimated fatigue level, or accumulated fatigue level described above.

[0093] The biometric information acquisition unit 53 can acquire biometric information for each operation performed by each of the multiple crew members on at least one route. In this case, the calculation unit 57 calculates the fatigue level for each route for each crew member, and the allocation unit 56 can determine allocation for each route taking into account the fatigue level and characteristics of each crew member. This allows crew members to be assigned to one of the routes depending on the fatigue level and characteristics of the crew member for each route, making it possible to more appropriately allocate crew members to delivery routes.

[0094] The allocation unit 56 may allocate crew members in order of the accumulated fatigue level based on the accumulated fatigue level of each of the plurality of crew members (step S64). This allows the allocation of crew members in order of the accumulated fatigue level to any of the routes.

[0095] The management system 1 according to the embodiment is constructed from the above-described administrator PC 50 and the vehicle-mounted device 10 that collects at least biometric information, and the administrator PC 50 transmits a delivery plan in which crew members are assigned to each route to the vehicle-mounted device 10 (step S90). This makes it possible to utilize the biometric information collected from the vehicle-mounted device 10 and to transmit a delivery plan in which crew members have already been assigned to the vehicle-mounted device 10.

[0096] Although various embodiments have been described above with reference to the drawings, it goes without saying that the present invention is not limited to such examples. It is clear to those skilled in the art that various modifications and alterations can be made within the scope of the claims, and it is understood that such modifications and alterations naturally fall within the technical scope of the present invention. Furthermore, the components of the above-described embodiments may be combined in any manner without departing from the spirit of the invention. For example, the functions and processes of the first server 20, second server 30, and third server 40 of the above-described embodiments may be combined in a single server.

[0097] Here, the features of the embodiments of the management device, management system, management method, and management program according to the present invention will be briefly summarized and listed below in [1] to [8].

[0098] [1] A first acquisition unit (33) that acquires an operation plan including at least an operation start time of a vehicle (V); a second acquisition unit (34) that acquires biometric information of the vehicle crew; a creation unit (35) that creates a lifestyle improvement guidance plan based on the operation plan and the biological information; a transmitting unit (communication unit 32) that transmits the lifestyle improvement guidance plan; A management device (second server 30) comprising:

[0099] According to the management device of the configuration described above in [1], a lifestyle improvement guidance plan tailored to the operation plan is created and transmitted based on the operation plan and the crew's biometric information, thereby recommending lifestyle habits that are tailored to the operation plan to the crew and contributing to accident prevention.

[0100] [2] The second acquisition unit acquires biometric information of the driver while driving, the creation unit creates the lifestyle improvement guidance plan including a recommended sleep time adjusted depending on whether the biological information of the driver while driving satisfies a predetermined condition. The management device according to [1] above.

[0101] According to the management device of the configuration [2] above, a lifestyle improvement guidance plan including recommended sleep time adjusted according to the driver's biometric information while driving is created, making it possible to propose effective lifestyle habits that suit the actual situation.

[0102] [3] The second acquisition unit acquires biometric information of the driver while driving and the driver's sleeping time, the creation unit creates the lifestyle improvement guidance plan including a recommended sleep time that extends or shortens the sleep time depending on whether the biological information of the driver while driving satisfies a predetermined condition. The management device according to [1] above.

[0103] According to the management device of the configuration described above in [3], the recommended sleep time is set by extending or shortening the actual sleep time according to the driver's biometric information while driving, making it possible to propose effective lifestyle habits that suit the individual driver's circumstances.

[0104] [4] The transmission unit transmits the lifestyle improvement guidance plan to at least one of the wearable terminal (3) and the communication terminal (5) that collect the biometric information, and the operation management device (administrator PC 50) that manages the operation of the vehicle. The management device according to any one of [1] to [3] above.

[0105] According to the management device having the configuration described in [4] above, the lifestyle improvement guidance plan is transmitted to a wearable terminal, a communication terminal, or an operation management device, so that the lifestyle improvement guidance plan can be utilized more easily and effectively.

[0106] [5] A management device (second server 30) according to any one of [1] to [4]; A wearable terminal (3) that collects the biometric information; An operation management device (manager PC 50) that manages the operation of the vehicle, Management system (1).

[0107] According to the management system configured as described above in [5], the management device creates and transmits lifestyle improvement guidance plans tailored to the operation plan based on the operation plan and the crew's biometric information collected by the wearable device. This allows the driver to be encouraged to adopt lifestyle habits that are tailored to the operation plan, contributing to accident prevention.

[0108] [6] The operation control device: a biometric information acquisition unit (53) for acquiring biometric information representing the fatigue level of the crew member; a delivery plan acquisition unit (55) that acquires a delivery plan including one or more routes; an allocation unit (56) that determines whether to allocate the driver to any of the routes included in the delivery plan based on the fatigue level, The management system according to [5] above.

[0109] According to the management system configured as described above in [6], by assigning a driver to a route based on the driver's fatigue level, it is possible to take care of the driver's fatigue and contribute to safe driving. It also contributes to improving work efficiency and promoting a reduction in driver turnover, thereby contributing to the profits of transportation companies, etc.

[0110] [7] Obtain a vehicle operation plan that includes at least the vehicle operation start time; Acquire biometric information of the vehicle's crew; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; Management method.

[0111] According to the management method of the configuration described above in [7], a lifestyle improvement guidance plan tailored to the operation plan is created and sent based on the operation plan and the crew's biometric information, which can encourage the crew to adopt lifestyle habits that are in line with the operation plan and contribute to preventing accidents.

[0112] [8] obtaining a travel plan including at least a vehicle travel start time; acquiring biometric information of a driver of the vehicle; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; A management program that causes a computer to execute the following.

[0113] According to the management program configured as described above in [8], a lifestyle improvement guidance plan tailored to the operation plan is created and sent based on the operation plan and the crew member's biometric information, thereby recommending lifestyle habits that are in line with the operation plan to the crew member and contributing to accident prevention. [Explanation of symbols]

[0114] 1 Management System 3. Wearable devices 5. Communication terminals 10 Onboard equipment 11 Control section 12 Speed ​​information acquisition section 13 Engine information acquisition unit 15 Biometric information acquisition unit 16 Communications Department 20 First Server 30 Second Server (Management Device) 31 Control Unit 32 Communication unit (transmission unit) 33 First acquisition part 34 Second acquisition part 35 Creation Department 36 Memory section 40 Third Server 50 Administrator PC (operation control device) 51 Control section 52 Communications Department 53 Biometric information acquisition unit 54 Operation data acquisition unit 55 Delivery Plan Acquisition Department 56 Allocation Section 57 Calculation section 58 Memory section V vehicle

Claims

1. a first acquisition unit that acquires an operation plan that includes at least an operation start time of a vehicle; a second acquisition unit that acquires biometric information of a driver of the vehicle; a creation unit that creates a lifestyle improvement guidance plan based on the operation plan and the biological information; a transmission unit that transmits the lifestyle improvement guidance plan; A management device comprising:

2. The second acquisition unit acquires biometric information of the driver while driving, the creation unit creates the lifestyle improvement guidance plan including a recommended sleep time adjusted depending on whether the biological information of the driver while driving satisfies a predetermined condition. The management device according to claim 1 .

3. The second acquisition unit acquires biological information of the driver while driving and a sleeping time of the driver, the creation unit creates the lifestyle improvement guidance plan including a recommended sleep time that extends or shortens the sleep time depending on whether the biological information of the driver while driving satisfies a predetermined condition. The management device according to claim 1 .

4. The transmission unit transmits the lifestyle improvement guidance plan to at least one of a wearable device and a communication terminal that collect the biometric information, and an operation management device that manages operation of the vehicle. The management device according to claim 1 .

5. The management device according to any one of claims 1 to 4; a wearable terminal for collecting the biometric information; An operation management device that manages the operation of the vehicle, Management system.

6. The operation management device a biometric information acquisition unit that acquires biometric information representing the fatigue level of the crew member; a delivery plan acquisition unit that acquires a delivery plan including one or more routes; an allocation unit that determines whether to allocate the driver to any of the routes included in the delivery plan based on the fatigue level, The management system according to claim 5 .

7. Obtaining an operation plan that includes at least the vehicle's operation start time; Acquire biometric information of the vehicle's crew; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; Management method.

8. obtaining an operation plan including at least a vehicle operation start time; acquiring biometric information of a driver of the vehicle; creating a lifestyle improvement guidance plan based on the operation plan and the biological information; A management program that causes a computer to execute the following.

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