Vehicle monitoring system

Abstract

To provide a vehicle monitoring system capable of correctly discriminating a delay of a vehicle operation due to driver negligence from a delay of a vehicle operation due to an external factor other than the negligence without necessity to allow a manager to perform an inquiry work by a telephone or the like to a driver of a transportation vehicle.SOLUTION: A checkpoint identification section 16 detects an exception of a checkpoint passage by comparing a present position of a monitoring object vehicle with a checkpoint area. A congestion identification section 17 detects an exception of a congestion area passage. When a stopping detection section 11 detects stopping of a vehicle and the exception is not applicable, a rest time period counting section 15 obtains, by counting, a length of a current rest time period. A rest time management section 18 obtains the total sum of rest time periods detected during a vehicle operation. When the total sum of the rest time periods exceeds a rest waiting time T0 for each driver, a negligence detection section 19 detects the negligence of a driver, and reflects it on individual evaluation. In the case of an exception area passage, an on-vehicle device 10 automatically reports the information to a manager terminal 30.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle monitoring system that can be used to monitor the operating status of a transport vehicle such as a truck, for example.

Background Art

[0002] For example, in a company such as a transportation company, it is necessary to appropriately manage the operating status of the transport vehicles that transport customers' luggage. That is, the company needs to transport each piece of luggage quickly, surely, without damage, and safely. On the other hand, for example, when a driver of each vehicle performs reckless driving operations such as speeding or neglects safety checks, the possibility of traffic accidents and the like increases, so a highly reliable and safe transportation state cannot be maintained.

[0003] Therefore, in a company such as a transportation company, it is common to use an in-vehicle device such as a tachograph installed in each vehicle to record the actual operating status of each vehicle and manage it so that the operating status of each driver can be grasped.

[0004] For example, the economic driving evaluation device of Patent Document 1 shows a technique for appropriately guiding a driver and reducing fuel consumption by performing an accurate economic driving evaluation using an operation management meter. Specifically, it discloses that the number of accelerations is counted using speed data recorded by the operation management meter, and the economic driving evaluation is performed based on the number of accelerations within a unit travel distance.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] By the way, in some countries, when a specific shipper who requests the transportation of goods and a carrier conclude a contract, the contract terms may be determined such that the transportation fee is reduced in the event of a delivery delay caused by the carrier's liability. Also, in the case of a delivery delay caused by the carrier's liability, generally, the reduction of the transportation fee cannot be covered by transportation insurance.

[0007] Actually, there is a possibility that the delivery of goods may be delayed due to various reasons. However, in some countries, it is often the case that delivery delays occur due to the customs of that country or the attributes of individual drivers. That is, in countries where many drivers do not have a sufficient concept of managing time as determined in advance during the transportation of goods, delivery delays are likely to occur. In other words, the delivery of goods is delayed due to the idleness of individual drivers during their work.

[0008] Therefore, for companies such as carriers, it is important to manage so that delivery delays of goods do not occur due to the idleness of each driver. For this reason, managers within the company need to accurately grasp the operation status of each driver and guide the drivers who are prone to idleness to change their behavior.

[0009] However, even when there are no problems caused by individual drivers such as idleness, in reality, delivery delays occur due to various reasons. For example, when natural traffic jams occur due to the concentration of passing vehicles in a specific section on the road, or traffic jams occur due to traffic accidents or road construction, it becomes difficult to operate the vehicle according to the time schedule of the pre-made delivery plan, and the delivery of goods is delayed.

[0010] Also, depending on the circumstances of each country, when a checkpoint is installed on the road at the state border, each vehicle must be inspected for goods by the checkpoint manager. Therefore, even if the driver is not idle, he or she may have to wait for a relatively long time with the vehicle engine stopped. This makes it difficult to operate the vehicle according to the time schedule of the planned delivery plan, and the delivery of goods is delayed.

[0011] In relatively large transportation companies, administrators often monitor the operating status of each transport vehicle in real time. When such an administrator discovers an abnormal transport vehicle that has been parked for a long time, each time they need to call the driver of the corresponding vehicle or send a short message (SMS) to confirm the actual situation in order to understand the cause of the parking. Therefore, the confirmation work of the administrator is time-consuming and laborious, and it is inevitable that the management cost will increase.

[0012] The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a vehicle monitoring system capable of accurately distinguishing between a delay in vehicle operation caused by a driver's shirking and a delay in vehicle operation caused by other external factors, without the need for an administrator to inquire by phone or the like to the driver of the transport vehicle.

Means for Solving the Problem

[0013] The above object according to the present invention is achieved by the following configuration.

[0014] A vehicle monitoring system for monitoring the operating state of a transport vehicle while it moves in a specific section from a predetermined departure point to a predetermined destination point, a parking detection unit for identifying whether the transport vehicle is in a parked state or not, a vehicle position detection unit for detecting the current position of the transport vehicle, an exception identification unit for identifying whether the current position of the transport vehicle corresponds to an exception area that satisfies a predetermined condition, a rest time detection unit for detecting the length of a rest time when the transport vehicle is in a parked state in a state where it does not correspond to the exception area, a rest time evaluation unit for comparing the total rest time detected by the rest time detection unit in the specific section with a predetermined rest time, A vehicle monitoring system comprising the above.

Effect of the Invention

[0015] According to the vehicle monitoring system of the present invention, based on the comparison result of the rest time evaluation unit, it becomes possible to accurately distinguish between the delay in vehicle operation caused by the idling of an individual driver and the delay in vehicle operation due to other external factors. Therefore, it is no longer necessary for the administrator to inquire of the driver of the transport vehicle by phone or the like, and the cost required for operation management can be significantly reduced.

[0016] The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through the form for carrying out the invention described below (hereinafter referred to as "embodiment") with reference to the attached drawings.

Brief Description of the Drawings

[0017]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiment for Carrying out the Invention

[0018] Specific embodiments of the present invention will be described below with reference to the respective drawings.

[0019] <Configuration of Vehicle Monitoring System> FIG. 1 is a block diagram showing a configuration example of a vehicle monitoring system 100 according to an embodiment of the present invention.

[0020] As shown in FIG. 1, the vehicle monitoring system 100 includes in-vehicle units 10 and a manager terminal 30. The in-vehicle units 10 are respectively mounted on transport vehicles such as trucks that deliver goods. The manager terminal 30 is arranged in an office of a company that monitors the transport vehicles.

[0021] The in-vehicle unit 10 has a wireless communication function and can be connected to the Internet 35 via a predetermined wireless communication network 34. Further, the manager terminal 30 has a communication function and can communicate with the in-vehicle unit 10 via the Internet 35.

[0022] Therefore, a manager within the company can monitor the state of the transport vehicles to be monitored equipped with the in-vehicle units 10 in real time using the manager terminal 30. For example, by monitoring the current position of each transport vehicle and its changes, it is possible to grasp whether the transport state has deviated significantly from a predetermined transport plan.

[0023] When using a general vehicle monitoring system, when a transport vehicle to be monitored has stopped for a long time, the manager needs to call the driver of the corresponding vehicle or send a short message to inquire of the driver about the actual situation and confirm it.

[0024] On the other hand, the vehicle monitoring system 100 is equipped with a special function that enables the manager terminal 30 side to grasp the actual situation of the transport vehicle without the manager making a special inquiry to the driver.

[0025] <Configuration of In-vehicle Unit 10> The in-vehicle device 10 shown in FIG. 1 includes a parking detection unit 11, a current position detection unit 12, a traffic information acquisition unit 13, a checkpoint area DB 14, a rest time counting unit 15, a checkpoint identification unit 16, a traffic jam identification unit 17, a rest time management unit 18, a cruise detection unit 19, an operation record DB 20, a vehicle information notification unit 21, an exception event notification unit 22, and a wireless communication module 23.

[0026] Most of the above functions installed in the in-vehicle device 10 can be realized by a combination of the hardware and software of a microcomputer, or can also be realized using dedicated electronic circuits respectively.

[0027] The parking detection unit 11 has a function for detecting whether the vehicle equipped with this in-vehicle device 10 is in a predetermined parking state. Actually, the parking detection unit 11 detects the parking state based on the ignition (IGN) signal SG1 or the vehicle speed signal SG2 output from the vehicle side, and outputs a parking detection signal SG3. Note that the parking detection unit 11 may detect the parking state of the vehicle from the change in the position information obtained based on the signal received from the GPS (Global Positioning System) satellite instead of such a method.

[0028] The current position detection unit 12 can obtain, by calculation, the latitude / longitude information representing the current position of the vehicle equipped with this in-vehicle device 10 based on, for example, the time of the radio waves received from a plurality of GPS satellites by a predetermined GPS receiver.

[0029] The traffic information acquisition unit 13 can acquire the road traffic information in the vicinity of the current position of the vehicle by, for example, accessing a predetermined website that provides road traffic information via the Internet, or by performing wireless communication via the communication facilities installed on the road. Alternatively, the traffic information acquisition unit 13 may acquire the road traffic information using a map API (Application Programming Interface). Among the road traffic information acquired by the traffic information acquisition unit 13, there is position information representing a section on a road where traffic jams have occurred due to naturally occurring traffic jams, traffic restrictions due to road construction, etc., traffic jams due to traffic accidents, and information representing the type of traffic jam. The traffic information acquisition unit 13 can output traffic jam area information A3 including information on the position of the area where the traffic jam has occurred and the type of traffic jam.

[0030] The checkpoint area DB (database) 14 holds in advance information representing a predetermined checkpoint area. "Checkpoints" are installed at the boundaries of local governments such as state boundaries and prefectural boundaries within foreign countries. In the checkpoint area, each vehicle must stop and be inspected by an attendant for luggage etc. Since such luggage inspection takes a certain amount of time, traffic jams occur frequently, and each vehicle must wait in a stopped state for a long time for inspection. Note that the "checkpoints" in this embodiment include facilities such as luggage inspection sites around ports and airports that take a certain amount of time to pass through, in addition to the above-mentioned checkpoints.

[0031] The checkpoint area DB 14 of this embodiment holds information on checkpoint geop fences for identifying the areas where such known checkpoints are installed.

[0032] The checkpoint geop fence is a virtual area that can be specified as a circular or rectangular range within a certain distance from the reference coordinates on a plane on the road including, for example, the reference coordinates (latitude / longitude) for each checkpoint. That is, the checkpoint area DB 14 holds information representing the reference coordinates of each checkpoint and the size of the geop fence.

[0033] Based on the parking detection signal SG3 output by the parking detection unit 11, the rest time counting unit 15 counts the length of time that the host vehicle has been parked, that is, the length of rest time per stop, for example, in units of 1 second or 1 minute. However, the rest time counting unit 15 is configured to count the rest time only when a predetermined condition is satisfied. For example, when the host vehicle is parked waiting for inspection in a tollgate area, when it is parked due to traffic congestion on the road, or when it is parked waiting for a signal, the rest time counting unit 15 can exclude the parking situation from the objects to be counted for the rest time.

[0034] The tollgate identification unit 16 compares the information on the current position P1 output by the current position detection unit 12 with each tollgate geofence held by the tollgate area DB14 to identify whether the host vehicle has passed through any tollgate geofence, and outputs the result as a tollgate detection signal SG4.

[0035] The traffic congestion identification unit 17 compares the information on the current position P1 output by the current position detection unit 12 with each traffic congestion area information A3 output by the traffic information acquisition unit 13 to identify whether the host vehicle has passed through the range of any traffic congestion area, and outputs the result as a traffic congestion detection signal SG5.

[0036] The rest time management unit 18 grasps the total rest time of the host vehicle calculated by the rest time counting unit 15, compares the total rest time with the rest time T0 assigned to the driver in advance, and outputs the comparison result as a fatigue detection signal SG6. The rest time T0 is a constant assigned to each driver in advance, for example, as the time per day or the time per operation, and for example, 2 hours per day is assigned.

[0037] Based on the fatigue detection signal SG6 output by the rest time management unit 18, the fatigue detection unit 19 detects the fatigue of the driver of the host vehicle, and writes and registers the fatigue information in the operation record DB20 in association with the information identifying the corresponding driver.

[0038] The driving record DB20 has a function of automatically recording the driving history representing the actual driving situation of the own vehicle and the information of the driver driving the own vehicle. By analyzing the information recorded by the driving record DB20 later, the administrator can evaluate the characteristics of each driver and, if necessary, provide appropriate education to the driver or improve the efficiency in the operation of the vehicle.

[0039] The vehicle information notification unit 21 has a function of automatically transmitting the driving information necessary for the administrator terminal 30 to manage the own vehicle in real time. For example, the vehicle information notification unit 21 can acquire the current position P1 output by the current position detection unit 12, the ignition signal SG1, the vehicle speed signal SG2, etc. and sequentially transmit them to the administrator terminal 30. The information transmitted by the vehicle information notification unit 21 can be delivered to the administrator terminal 30 via the wireless communication module 23, the wireless communication network 34, and the Internet 35.

[0040] When the exception event notification unit 22 detects that the own vehicle has passed through the tollgate area based on the tollgate detection signal SG4 output by the tollgate identification unit 16 or detects that the own vehicle has passed through the traffic jam area based on the traffic jam detection signal SG5 output by the traffic jam identification unit 17, it has a function of automatically notifying the administrator terminal 30 of this as an exception. The information notified by the exception event notification unit 22 also includes information representing the types of exceptions such as tollgates and traffic jams. The information transmitted by the exception event notification unit 22 can be delivered to the administrator terminal 30 via the wireless communication module 23, the wireless communication network 34, and the Internet 35.

[0041] The wireless communication module 23 has a function of securing a wireless communication line with the base station of the wireless communication network 34 in accordance with a communication standard such as LTE (Long Term Evolution). Therefore, by using the wireless communication module 23, communication between the in-vehicle device 10 and the administrator terminal 30 becomes possible.

[0042] <Configuration of the administrator terminal 30> The administrator terminal 30 shown in Fig. 1 can be configured by incorporating special application software for monitoring transport vehicles into, for example, a general personal computer. The administrator terminal 30 in Fig. 1 includes a communication unit 31, a vehicle information receiving unit 32, and a vehicle information display unit 33.

[0043] The communication unit 31 of the administrator terminal 30 is connected in a communicable state to each vehicle to be monitored via the Internet 35 and the wireless communication network 34. Note that the administrator terminal 30 and the in-vehicle device 10 may be connected via a server (not shown), or the main functions of the administrator terminal 30 may be arranged on the server side as a cloud.

[0044] The vehicle information receiving unit 32 has a function for acquiring information necessary for monitoring from the in-vehicle device 10 mounted on each transport vehicle to be monitored. That is, the vehicle information receiving unit 32 can sequentially receive the latest information indicating the state of each vehicle, such as the current position, vehicle speed, and ignition on / off for each vehicle.

[0045] The vehicle information display unit 33 can display the operation status of each transport vehicle to be monitored received by the vehicle information receiving unit 32 on the screen almost in real time. Also, the status of the delivery plan created in advance for each vehicle and the actual delivery status of the vehicle can be arranged and displayed in a state where they can be easily compared.

[0046] The administrator of the company that manages each delivery vehicle can easily confirm whether the actual delivery status of each vehicle deviates significantly from the delivery plan by constantly referring to the screen of the vehicle information display unit 33. As shown in Fig. 2, when the delivery status of a certain vehicle deviates significantly from the delivery plan, the administrator terminal 30 may notify the delay of the vehicle by a pop-up notification 37 so that the administrator can confirm the occurrence of the delay by the pop-up notification 37.

[0047] For example, when a specific delivery vehicle has been stopped for a long time, there may be a significant delay in the actual delivery situation compared to the delivery plan. Also, if this delay is due to actions such as a driver's loafing, the carrier is likely to be requested by the shipper to reduce the transportation cost. Therefore, the administrator must monitor the loafing of the driver of each vehicle. However, in the vehicle monitoring system 100 shown in FIG. 1, since the in-vehicle device 10 is equipped with a function to detect the driver's loafing with high accuracy, the labor of the administrator required for monitoring loafing is very small.

[0048] <Example of transportation plan and actual transportation status> FIG. 3 is a time chart showing an example of the time transition of the vehicle state in each of the actual transportation status and the transportation plan when passing through a tollgate. FIG. 4 is a time chart showing an example of the time transition of the vehicle state in each of the actual transportation status and the transportation plan when passing through a traffic jam area.

[0049] When a carrier transports goods from a departure place to a destination using a vehicle such as a truck, for example, a transportation plan DS0 as shown in the upper part of FIGS. 3 and 4 is determined in advance.

[0050] <Explanation of transportation plan DS0> An example of the transportation plan DS0 shown in FIGS. 3 and 4 will be described below. (1) The vehicle that has completed loading at the departure place starts traveling in the travel section Trip1 at time t01 (9:00). Also, at time t02, the vehicle finishes traveling in the travel section Trip1 and stops the engine, and the ignition IGN switches off.

[0051] (2) After that, this vehicle maintains a stopped state in the stopped middle section RE1 until time t03. The time length of the stopped middle section RE1 is 0.25 hours (hour) in this example. This stopped middle section RE1 can be used for the driver to take a rest necessary to maintain the safe driving state of the vehicle.

[0052] (3) At time t03, the ignition switches on to restart the engine. Then, the vehicle resumes driving and drives through driving section Trip2 until time t04. Also, at time t04, the vehicle finishes driving through driving section Trip2 and stops the engine, and the ignition switches off.

[0053] (4) After that, the vehicle remains stationary in parking section RE2 until time t05. The duration of parking section RE2 is 0.25 hours in this example. This parking section RE2 can be used for the driver to take a break necessary to maintain the safe driving state of the vehicle.

[0054] (5) At time t05, the ignition switches on to restart the engine. Then, the vehicle resumes driving and drives through driving section Trip3 until time t06. Also, at time t06, the vehicle arrives at the destination, so the driving through driving section Trip3 ends. The scheduled arrival time t06 is 19:00.

[0055] However, since the actual operation of the vehicle is entrusted to the driver's driving operation, it may be in a state different from the transportation plan DS0 shown in FIGS. 3 and 4. For example, if the driver drives the vehicle recklessly at a high speed exceeding the safe driving speed, the driving through each of driving sections Trip1 to Trip3 may be completed in a shorter time than in transportation plan DS0, but the sufficient transportation quality cannot be maintained by safe driving. On the other hand, if the driver acts in a sabotage manner, the scheduled time of transportation plan DS0 may be ignored, and for example, the driver may take a long break in parking section RE1 or the like. In that case, the vehicle will arrive at the destination at a time significantly delayed compared to transportation plan DS0.

[0056] However, even when the driver does not slack off, there is still a possibility that the arrival time t06 of the vehicle at the destination due to other external factors may be significantly delayed compared to the transportation plan DS0. One of the reasons is the long stops caused by passing through checkpoints during transportation. Another reason is the long stops caused by being caught in traffic jams during transportation.

[0057] <Description of the actual transportation state DS1> The actual transportation state DS1 shown in the lower part of FIG. 3 represents the transition of the actual transportation state when the vehicle passes through the checkpoint area during transportation. The actual transportation state DS1 in FIG. 3 will be described below.

[0058] (1) The vehicle that has completed loading at the departure point starts traveling on the travel section Trip1 at time t11 (9:00). Also, since it arrives at the checkpoint at time t12, the travel on the travel section Trip1 ends and it shifts to the parking section RE1. Therefore, the vehicle stops the engine and the ignition IGN switches off.

[0059] (2) Also, since it enters the inspection waiting state at the checkpoint during the parking section RE1, the duration of the parking section RE1 is expected to be, for example, about 2 hours. Therefore, the duration of the parking section RE1 in the actual transportation state DS1 will deviate significantly from the transportation plan DS0.

[0060] (3) At time t13 when the inspection of the luggage etc. at the checkpoint is completed, the ignition of this vehicle switches on to restart the engine. Then, this vehicle resumes traveling and travels on the travel section Trip2 until time t14. Also, at time t14, the travel on the travel section Trip2 ends, the engine stops, and the ignition switches off.

[0061] (4) After that, this vehicle maintains the stopped state in the parking section RE2 until time t15. The duration of the parking section RE2 is 0.25 hours in this example. This parking section RE2 can be used for the driver to take a break necessary to maintain the safe driving state of the vehicle.

[0062] (5) At time t15, the ignition switches on to restart the engine. Then, the vehicle resumes driving and drives through driving section Trip3 until time t16. Also, since it arrives at the destination at time t16, the driving of driving section Trip3 ends. The arrival time t16 in this case is 20:30.

[0063] That is, in the actual transportation state DS1, a significant transportation delay has occurred compared to the transportation plan DS0, but the cause is unrelated to the driver's shirking.

[0064] <Description of the actual transportation state DS2> The actual transportation state DS2 shown in the lower part of Fig. 4 represents the transition of the actual transportation state when the vehicle passes through a congested area during transportation. The actual transportation state DS2 in Fig. 4 will be described below.

[0065] (1) The vehicle that has completed loading at the departure place starts driving through driving section Trip1 at time t21 (9:00). Also, since it reaches an area where congestion has occurred at time t22, the driving of driving section Trip1 ends and it transitions to the parking intermediate section RE1. Therefore, the vehicle stops the engine and the ignition IGN switches off. Note that even when the ignition IGN does not switch off, the in-vehicle device 10 can determine that the vehicle has reached an area where congestion has occurred based on the GPS position information and vehicle speed signal.

[0066] (2) Also, within the parking intermediate section RE1, due to road congestion, the vehicle cannot resume driving, so it is expected that the duration of the parking intermediate section RE1 may be as long as about 1 hour. Therefore, the duration of the parking intermediate section RE1 in the actual transportation state DS2 will deviate significantly from the transportation plan DS0.

[0067] (3) Then, at time t23 when the traffic jam on the road is cleared, the ignition of this vehicle is switched on to restart the engine. Then, this vehicle resumes driving and drives through driving section Trip2 until time t24. Also, at time t24, the driving through driving section Trip2 ends and the engine is stopped, and the ignition is switched off.

[0068] (4) After that, this vehicle maintains a stopped state in stopped section RE2 until time t25. The duration of stopped section RE2 is 0.25 hours in this example. This stopped section RE2 can be used for the driver to take a break necessary to maintain the safe driving state of the vehicle.

[0069] (5) When time t25 arrives, the ignition of this vehicle is switched on to restart the engine. Then, this vehicle resumes driving and drives through driving section Trip3 until time t26. Also, at time t26, the vehicle arrives at the destination, so the driving through driving section Trip3 ends. The arrival time t26 in this case is 19:30.

[0070] That is, in the actual transportation state DS2, a transportation delay of 30 minutes has occurred compared to the transportation plan DS0, but the cause is unrelated to the driver's shirking.

[0071] <Operation of Vehicle Monitoring System> <Operation Example - 1> An operation example - 1 of in - vehicle unit 10 included in vehicle monitoring system 100 in FIG. 1 is shown in FIG. 5. This operation example - 1 will be described below.

[0072] The stop detection unit 11 of in - vehicle unit 10 constantly monitors the driving state of the host vehicle based on ignition signal SG1 or vehicle speed signal SG2. For example, when the ignition signal SG1 turns off at times t02 and t12 shown in FIG. 3, the stop detection unit 11 detects this change, so it proceeds from S11 to S12 in FIG. 5, and the in - vehicle unit 10 detects the stopped state.

[0073] In the next S13, the checkpoint identification unit 16 of the in-vehicle device 10 compares the checkpoint geopreference of the checkpoint area information A2 with the current position P1 to identify whether there is a match. When the host vehicle passes within the range of the checkpoint area, there is a match, so the process proceeds to S14. Also, when not passing through the checkpoint area, there is no match, so the process proceeds to S16.

[0074] When the host vehicle passes through the checkpoint area, in S14, the checkpoint identification unit 16 detects passing through the checkpoint and outputs a checkpoint detection signal SG4. Also, since the exception event notification unit 22 detects an exception based on this checkpoint detection signal SG4, the exception event notification unit 22 transmits an exception detection signal SG7 to the administrator terminal 30 in S15. That is, it notifies the administrator that it has passed through the checkpoint area.

[0075] When the host vehicle is stopped without passing through the checkpoint area, since the checkpoint detection signal SG4 is not output, the rest time counting unit 15 counts the length of the stop time according to the stop detection signal SG3. Information on the length of the stop time counted by the rest time counting unit 15 is input to the rest time management unit 18. The rest time management unit 18 compares the rest time T0 with the length of the stop time in S16.

[0076] When the total sum of the lengths of the stop times reaches the rest time T0, the operation of the in-vehicle device 10 proceeds from S16 to the process of S17, and the drowsiness detection unit 19 performs a drowsiness determination on the driver of the host vehicle according to the drowsiness detection signal SG6. When the drowsiness detection unit 19 detects drowsiness of the driver, the drowsiness detected this time affects the score representing the evaluation of the driver (S18).

[0077] When the total sum of the lengths of the stop times is less than the rest time T0, the operation of the in-vehicle device 10 proceeds from S16 to the process of S19. In this case, the rest time management unit 18 subtracts the length of the stop time detected this time (the current rest time) by the rest time counting unit 15 from the rest time T0.

[0078] Therefore, the break-available time T0 gradually decreases during parking so as to reflect the length of the vehicle parking time that occurred during transportation. When the sum of the lengths of the parking times reaches the break-available time T0, a savoriness is detected at S17. However, the parking time that occurred when the host vehicle passes through the checkpoint area is excluded from the break time.

[0079] <Operation Example - 2> An operation example - 2 of the in-vehicle device 10 included in the vehicle monitoring system 100 of FIG. 1 is shown in FIG. 6. This operation example - 2 will be described below.

[0080] The parking detection unit 11 of the in-vehicle device 10 constantly monitors the running state of the host vehicle based on the ignition signal SG1 or the vehicle speed signal SG2. For example, when the ignition signal SG1 turns off at times t02 and t22 shown in FIG. 4, the parking detection unit 11 detects this change and proceeds from S21 to S22 in FIG. 6, and the parking state is detected by the in-vehicle device 10.

[0081] In the next S23, the traffic jam identification unit 17 of the in-vehicle device 10 compares the area of the traffic jam area information A3 acquired by the traffic information acquisition unit 13 with the current position P1 to identify the presence or absence of a match. If the host vehicle passes through the traffic jam area, there is a match, so it proceeds to S24. If it does not pass through the traffic jam area, there is no match, so it proceeds to S26.

[0082] When the host vehicle passes through the traffic jam area, the traffic jam identification unit 17 detects the traffic jam passage at S24 and outputs a traffic jam detection signal SG5. Also, the exception event notification unit 22 detects an exception based on this traffic jam detection signal SG5. Therefore, the exception event notification unit 22 transmits an exception detection signal SG7 to the administrator terminal 30 at S25. That is, it notifies the administrator that the vehicle has passed through the traffic jam area.

[0083] When the host vehicle is stopped without passing through a traffic jam area, since the traffic jam detection signal SG5 is not output, the rest time counting unit 15 counts the length of the stop time according to the stop detection signal SG3. Information on the length of the stop time counted by the rest time counting unit 15 is input to the rest time management unit 18. The rest time management unit 18 compares the rest time T0 with the length of the stop time in S16.

[0084] When the total sum of the lengths of the stop times reaches the rest time T0, the operation of the in-vehicle device 10 proceeds from S26 to the process of S27, and the drowsiness detection unit 19 determines whether the driver of the host vehicle is drowsy according to the drowsiness detection signal SG6. When the drowsiness detection unit 19 detects the drowsiness of the driver, the drowsiness detected this time affects the score representing the evaluation of the driver (S28).

[0085] When the total sum of the lengths of the stop times is smaller than the rest time T0, the operation of the in-vehicle device 10 proceeds from S26 to the process of S29. In this case, the rest time management unit 18 subtracts the length of the stop time detected this time (the current rest time) detected by the rest time counting unit 15 from the rest time T0.

[0086] Therefore, the rest time T0 gradually decreases so as to reflect the length of the vehicle stop time occurring during transportation. Then, when the total sum of the lengths of the stop times reaches the rest time T0, drowsiness is detected in S27. However, the stop time generated when the host vehicle passes through a traffic jam area is excluded from the rest time.

[0087] <Operation Example - 3> An operation example - 3 of the in-vehicle device 10 included in the vehicle monitoring system 100 of FIG. 1 is shown in FIG. 7. This operation example - 3 will be described below.

[0088] The stop detection unit 11 of the in-vehicle device 10 constantly monitors the running state of the host vehicle based on the ignition signal SG1 or the vehicle speed signal SG2. For example, when the ignition signal SG1 is turned off at times t02, t12, and t22 shown in FIGS. 3 and 4, the stop detection unit 11 detects this change, so the process proceeds from S31 to S32 in FIG. 7, and the stop state is detected by the in-vehicle device 10.

[0089] In the next S33, the checkpoint identification unit 16 of the in-vehicle device 10 compares the checkpoint geopreference of the checkpoint area information A2 with the current position P1 to identify whether there is a match. If the host vehicle passes through the checkpoint area, there is a match, so the process proceeds to S34. If it does not pass through the checkpoint area, there is no match, so the process proceeds to S36.

[0090] If the host vehicle passes through the checkpoint area, in S34, the checkpoint identification unit 16 detects passing through the checkpoint and outputs a checkpoint detection signal SG4. Also, since the exception event notification unit 22 detects an exception based on this checkpoint detection signal SG4, the exception event notification unit 22 transmits an exception detection signal SG7 to the administrator terminal 30 in S35. That is, it notifies the administrator that the vehicle has passed through the checkpoint area.

[0091] Also, in S36, the traffic jam identification unit 17 of the in-vehicle device 10 compares the area of the traffic jam area information A3 acquired by the traffic information acquisition unit 13 with the current position P1 to identify whether there is a match. If the host vehicle passes through the traffic jam area, there is a match, so the process proceeds to S37. If it does not pass through the traffic jam area, there is no match, so the process proceeds to S38.

[0092] If the host vehicle passes through the traffic jam area, in S37, the traffic jam identification unit 17 detects passing through the traffic jam and outputs a traffic jam detection signal SG5. Also, since the exception event notification unit 22 detects an exception based on this traffic jam detection signal SG5, the exception event notification unit 22 transmits an exception detection signal SG7 to the administrator terminal 30 in S35. That is, it notifies the administrator that the vehicle has passed through the traffic jam area.

[0093] When the host vehicle is stopped without passing through either the checkpoint area or the traffic jam area, since the checkpoint detection signal SG4 and the traffic jam detection signal SG5 are not output, the rest time counting unit 15 counts the length of the stop time according to the stop detection signal SG3. Information on the length of the stop time counted by the rest time counting unit 15 is input to the rest time management unit 18. The rest time management unit 18 compares the rest time T0 with the length of the stop time in S16.

[0094] When the total length of the parking time reaches the rest break time T0, the operation of the in-vehicle device 10 proceeds from S38 to the process of S39, and according to the drowsiness detection signal SG6, the drowsiness detection unit 19 determines whether the driver of the own vehicle is drowsy. When the drowsiness detection unit 19 detects the drowsiness of the driver, the drowsiness detected this time affects the score representing the evaluation of the driver (S40).

[0095] When the total length of the parking time is less than the rest break time T0, the operation of the in-vehicle device 10 proceeds from S38 to the process of S41. In this case, the rest time counting unit 15 subtracts the length of the parking time detected this time (the current rest time) from the rest break time T0 by the rest time management unit 18.

[0096] Therefore, the rest break time T0 gradually decreases so as to reflect the length of the vehicle parking time that occurred during transportation. When the total length of the parking time reaches the rest break time T0, drowsiness is detected in S39. However, the parking time that occurred when the own vehicle passes through the toll gate area or the traffic jam area is excluded from the rest time.

[0097] <Operation Example - 4> An operation example - 4 of the in-vehicle device 10 included in the vehicle monitoring system 100 of FIG. 1 is shown in FIG. 8. This operation example - 4 will be described below.

[0098] The parking detection unit 11 of the in-vehicle device 10 constantly monitors the running state of the own vehicle based on the ignition signal SG1 or the vehicle speed signal SG2. For example, when the ignition signal SG1 is turned off at the times t02 and t12 shown in FIG. 3, the parking detection unit 11 detects this change, so it proceeds from S51 to S52 in FIG. 8, and the parking state is detected by the in-vehicle device 10.

[0099] In the next S53, the toll gate identification unit 16 of the in-vehicle device 10 compares the toll gate defense of the toll gate area information A2 with the current position P1 to identify the presence or absence of a match. When the own vehicle passes through the toll gate area, there is a match, so it proceeds to S54. When it does not pass through the toll gate area, there is no match, so it proceeds to S56.

[0100] When the host vehicle passes through the toll gate area, at S54, the toll gate identification unit 16 detects the passing through the toll gate and outputs a toll gate detection signal SG4. Also, since the exception event notification unit 22 detects an exception based on this toll gate detection signal SG4, the exception event notification unit 22 transmits an exception detection signal SG7 to the administrator terminal 30 at S55. That is, it notifies the administrator that the vehicle has passed through the toll gate area.

[0101] When the host vehicle is stopped without passing through the toll gate area, since the toll gate detection signal SG4 is not output, the rest time counting unit 15 counts the length of the stop time according to the stop detection signal SG3. The information on the length of the stop time counted by the rest time counting unit 15 is input to the rest time management unit 18. The rest time management unit 18 compares the rest time T0 with the length of the stop time at S57.

[0102] However, stops for a relatively short time are excluded from the target of the rest time. For example, the stop time when the vehicle stops according to the traffic signal at an intersection on the road is not regarded as the monitored rest time. Therefore, the rest time counting unit 15 compares the counted length of the stop time with a predetermined time (for example, 2 minutes) at S56, and gives the stop time to the rest time management unit 18 only when the stop time is longer than the predetermined time. Then, the process proceeds to the process at S57.

[0103] When the total sum of the lengths of the stop times reaches the rest time T0, the operation of the in-vehicle device 10 proceeds from S57 to the process at S58, and according to the drowsiness detection signal SG6, the drowsiness detection unit 19 determines whether the driver of the host vehicle is drowsy. When the drowsiness detection unit 19 detects the drowsiness of the driver, the drowsiness detected this time affects the score representing the evaluation of the driver (S59).

[0104] When the total sum of the lengths of the stop times is less than the rest time T0, the operation of the in-vehicle device 10 proceeds from S57 to the process at S60. In this case, the rest time management unit 18 subtracts the length of the stop time detected this time (the current rest time) by the rest time counting unit 15 from the rest time T0.

[0105] Therefore, the break-included time T0 gradually decreases so as to reflect the length of the vehicle stop time that occurred during transportation. Then, when the sum of the lengths of the stop times reaches the break-included time T0, drowsiness is detected at S58. However, short stop times caused by stop times or signal waits that occur when the host vehicle passes through a checkpoint area are excluded from the break time.

[0106] As described above, when using the vehicle monitoring system 100 shown in FIG. 1, by the in-vehicle device 10 performing any one of the operations in FIGS. 5 to 8, it becomes possible to accurately and automatically identify whether or not a driver is drowsy when each vehicle makes a long stop. Therefore, it is no longer necessary for the administrator who monitors each vehicle at the time of the driver's break to make an inquiry to the driver, improving the work efficiency of the administrator and reducing the management cost.

[0107] For example, when the in-vehicle device 10 performs the operation of FIG. 7, the stop state that occurs when the vehicle to be monitored passes through a checkpoint area and the stop state that occurs when passing through a traffic jam area on the road are excluded from the break time, and the correct actual break time for each driver can be grasped to determine whether or not there is drowsiness. Therefore, when a delay in the transportation of goods occurs with respect to a previously determined delivery plan, it is possible to identify whether the cause lies with the driver on the delivery company side.

[0108] Note that the present invention is not limited to the above-described embodiments, and can be appropriately modified, improved, etc. In addition, the material, shape, dimensions, number, arrangement location, etc. of each component in the above-described embodiments are arbitrary as long as the present invention can be achieved, and are not limited.

[0109] For example, in the examples shown in FIGS. 3 and 4, it is assumed that the vehicle transportation from the departure point where loading is performed to the destination of the goods delivery destination is managed, but the vehicle operation when this vehicle returns from the destination to the departure point, etc. can also be managed using the vehicle monitoring system 100.

[0110] The characteristic matters regarding the above vehicle monitoring system are briefly summarized and listed in [1] to [5] below. [1] A vehicle monitoring system that monitors the operating state of a transport vehicle while it moves within a specific section from a predetermined departure point to a predetermined destination point, a stop detection unit (stop detection unit 11) that identifies whether the transport vehicle is in a stopped state or not, a vehicle position detection unit (current position detection unit 12) that detects the current position of the transport vehicle, an exception identification unit (barrier identification unit 16, traffic jam identification unit 17) that identifies whether the current position of the transport vehicle corresponds to an exception area that satisfies a predetermined condition, a rest time detection unit (rest time counting unit 15) that detects the length of the rest time during which the transport vehicle is in a stopped state in a state where it does not correspond to the exception area, a rest time evaluation unit (rest time management unit 18) that compares the total rest time detected by the rest time detection unit in the specific section with a predetermined rest holding time (T0), and a vehicle monitoring system (100) comprising the above.

[0111] According to the vehicle monitoring system having the configuration of the above [1], stops caused by passing through a barrier or stops caused by traffic jams in the transport vehicle to be monitored can be excluded from the rest time as exceptions. Therefore, even if the administrator does not inquire each time, the actual rest time length for each driver can be correctly grasped. As a result, the workload of the administrator is reduced and the cost associated with driver management is significantly reduced.

[0112] [2] The exception identification unit (barrier area DB 14) pre-holds position information (barrier area information A2) representing a specific barrier area where a long waiting state is expected while stopped, and when the current position of the transport vehicle is within the barrier area, the rest time detection unit (rest time counting unit 15) regards it as corresponding to the exception area (S13, S33). The vehicle monitoring system according to the above [1].

[0113] According to the vehicle monitoring system configured as described in [2] above, when the vehicle to be monitored passes near a checkpoint area, it is possible to easily identify whether or not it corresponds to an exception area based on the position information representing the checkpoint area and the current position of the transport vehicle.

[0114] [3] The exception identification unit (traffic jam identification unit 17) includes a traffic jam information acquisition unit (traffic information acquisition unit 13) that acquires information on a traffic jam area (traffic jam area information A3) where a long-term stop state is expected to occur on the road. When the current position of the transport vehicle is within the traffic jam area, the rest time detection unit regards it as corresponding to the exception area (S23, S36). The vehicle monitoring system according to [1] or [2] above.

[0115] According to the vehicle monitoring system configured as described in [3] above, when the vehicle to be monitored passes near a congested area on the road, it is possible to easily identify whether or not it corresponds to an exception area based on the acquired traffic jam area information and the current position of the transport vehicle.

[0116] [4] When the total rest time detected by the rest time detection unit exceeds the rest holding time, the rest time evaluation unit (rest time management unit 18, sabotage detection unit 19) gives a sabotage evaluation to the driver of the corresponding transport vehicle (S17S18). The vehicle monitoring system according to any one of [1] to [3] above.

[0117] According to the vehicle monitoring system configured as described in [4] above, when the total actual rest time detected in a state excluding the above exceptions is too long, it is possible to automatically detect the sabotage of the driver who is the cause. By using this detection result to correctly guide the driver in whom sabotage is detected, it becomes possible to suppress the occurrence of transport delays.

[0118] [5] When the current position of the transport vehicle corresponds to an exception area that satisfies a predetermined condition, the exception identification unit (exception event notification unit 22) automatically transmits a predetermined exception notification (exception detection signal SG7) to a predetermined management terminal that manages the operation of the transport vehicle (S15, S25, S35). The vehicle monitoring system according to any one of the above [1] to [4].

[0119] According to the vehicle monitoring system configured as described in [5] above, when the vehicle to be monitored passes through a toll gate area or a traffic jam area, an exception notification related to the stop state caused thereby is automatically sent to the administrator, so that the administrator can easily grasp the transportation status of each vehicle almost in real time and correctly.

Explanation of symbols

[0120] 10 On-vehicle unit 11 Stop detection unit 12 Current position detection unit 13 Traffic information acquisition unit 14 Toll gate area DB 15 Rest time counting unit 16 Toll gate identification unit 17 Traffic jam identification unit 18 Rest time management unit 19 Sabotage detection unit 20 Operation record DB 21 Vehicle information notification unit 22 Exception event notification unit 23 Wireless communication module 30 Administrator terminal 31 Communication unit 32 Vehicle information reception unit 33 Vehicle information display unit 34 Wireless communication network 35 Internet 37 Pop-up notification 100 Vehicle monitoring system A2 Toll gate area information A3 Traffic jam area information DS0 Transportation plan DS1, DS2 Actual transportation status RE1, RE2 Parking Middle Zone P1 Current Position SG1 Ignition Signal SG2 Vehicle Speed Signal SG3 Parking Detection Signal SG4 Barrier Detection Signal SG5 Traffic Jam Detection Signal SG6 Savory Detection Signal SG7 Exception Detection Signal T0 Break Time Trip1, Trip2, Trip3 Driving Zones

Claims

1. A vehicle monitoring system for monitoring the operating state of a transport vehicle while it moves in a specific section from a predetermined departure point to a predetermined destination point, a stop detection unit for identifying whether the transport vehicle is in a stopped state, a vehicle position detection unit for detecting the current position of the transport vehicle, an exception identification unit for identifying whether the current position of the transport vehicle corresponds to an exception area that satisfies a predetermined condition, a rest time detection unit for detecting the length of a rest time during which the transport vehicle is in a stopped state in a state where it does not correspond to the exception area, a rest time evaluation unit for comparing the total rest time detected by the rest time detection unit in the specific section with a predetermined rest holding time, A vehicle monitoring system comprising.

2. The exception identification unit pre-holds position information representing a specific tollgate area where a long waiting state is expected while stopped, When the current position of the transport vehicle is within the tollgate area, the rest time detection unit regards it as corresponding to the exception area, The vehicle monitoring system according to claim 1.

3. The exception identification unit includes a traffic jam information acquisition unit that acquires information on a traffic jam area where a long stop state is expected on the road, When the current position of the transport vehicle is within the traffic jam area, the rest time detection unit regards it as corresponding to the exception area, The vehicle monitoring system according to claim 1 or claim 2.

4. When the total rest time detected by the rest time detection unit exceeds the rest holding time, the rest time evaluation unit gives a lazy evaluation to the driver of the corresponding transport vehicle, The vehicle monitoring system according to any one of claims 1 to 3.

5. When the current position of the transport vehicle corresponds to an exception area that satisfies a predetermined condition, the exception identification unit automatically transmits a predetermined exception notification to a predetermined management terminal that manages the operation of the transport vehicle, The vehicle monitoring system according to any one of claims 1 to 4.

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