Traffic management method and traffic management system

Abstract

To provide an operation management method and an operation management system capable of promptly responding to health condition deterioration risk of a driver who is in service.SOLUTION: An operation management system includes: an operation plan acquisition unit 101 which acquires operation plan information including operation start time and operation end time scheduled for a driver; a biometric information acquisition unit 102 which acquires biometric information of the driver before the operation start time; a determination unit 103 which determines an alert level of the driver in a scheduled operation period from the operation start time to the operation end time, on the basis of the acquired biometric information before the operation start time; and a determination result presentation unit (presentation unit 104) which presents a result of the determination.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present disclosure relates to a traffic management method and a traffic management system. [Background technology]

[0002] 2. Description of the Related Art Transportation companies that own a large number of vehicles such as trucks are required to manage their drivers so as to operate them safely.

[0003] One operation management system used by transportation companies and the like involves having drivers wear detachable biosensors while on duty (driving), which acquires biometric information such as the driver's heart rate and body temperature, and manages the driver's health condition while on duty (see, for example, Patent Document 1). Such a system can improve safety by issuing a warning or encouraging the driver to take a rest if the driver feels drowsy while driving, for example. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-74599 Summary of the Invention [Problem to be solved by the invention]

[0005] However, in the method of managing health based on the biological condition of a driver while driving, as in Patent Document 1, there was a problem in that a warning or the like could not be given until the health condition of the driver while driving had deteriorated.

[0006] On the other hand, there is also a method of creating a trip plan based on the driver's biometric information or self-reporting obtained before the start of the trip. However, this method does not adequately address the situation where a driver's health condition is good at the start of the trip but becomes ill due to accumulated fatigue during the trip.

[0007] The present disclosure has been made in consideration of the above points, and provides an operation management method and an operation management system that can address the risk of a driver's health deteriorating during operation at an early stage. [Means for solving the problem]

[0008] One aspect of the operation management method of the present disclosure is to an operation plan acquisition step of acquiring operation plan information including a scheduled operation start time and an operation end time for the driver; a biometric information acquisition step of acquiring biometric information of the driver before the start time of the trip; a determination step of determining an alert level of the driver during a scheduled operation period from the operation start time to the operation end time based on the acquired biological information before the operation start time; a determination result presentation step of presenting a result of the determination; Includes:

[0009] One aspect of the traffic management system of the present disclosure is an operation plan acquisition unit that acquires operation plan information including a scheduled operation start time and operation end time for a driver; a biometric information acquisition unit that acquires biometric information of the driver before the start time of the trip; a determination unit that determines an alert level of the driver during a scheduled operation period from the operation start time to the operation end time based on the acquired biological information before the operation start time; a determination result presentation unit that presents the result of the determination; It has. [Effects of the Invention]

[0010] According to the present disclosure, the driver's alert level is determined for the scheduled operation period from the start time to the end time of operation based on biometric information obtained before the start time of operation, and the determination result is presented, thereby enabling early action to be taken against the risk of the driver's health condition deteriorating during operation. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram showing the overall configuration of a traffic management system according to an embodiment. [Figure 2] FIG. 1 is a block diagram showing a configuration of a main part of a traffic management system according to an embodiment of the present invention; [Figure 3] 1 is a flowchart illustrating the operation of a traffic management system according to an embodiment of the present invention; DETAILED DESCRIPTION OF THE INVENTION

[0012] Hereinafter, an embodiment of the present disclosure will be described in detail with reference to the drawings.

[0013] <1> Overall configuration of the traffic management system FIG. 1 is a diagram showing the overall configuration of a traffic management system according to an embodiment.

[0014] The operation control system 1 of this embodiment includes an administrator-side system 10, a driver-side system 20, and a cloud 30.

[0015] The management system 10 has a terminal 11. The terminal 11 is installed in the office of the transportation company's transportation management department. The terminal 11 is a so-called personal computer, and performs operations required for safe transportation management in response to operations by a manager M1.

[0016] The terminal 11 displays information about the driver D1, such as information about lack of sleep, poor health, self-reported information, and driving information. The manager M1 calls out to the driver D1 during roll call and provides follow-up support. The manager M1 also creates a driving plan and inputs it into the terminal 11.

[0017] The driver-side system 20 includes a terminal 21 and a biological information sensor 22. In the present embodiment, the terminal 21 is a so-called smartphone carried by the driver D1, and the biological information sensor 22 is a ring-shaped sensor.

[0018] The biological information acquired by the biological information sensor 22 is wirelessly transmitted to the terminal 21. The biological information sensor 22 acquires information related to sleep and information related to physical condition as biological information. The biological information sensor 22 measures, for example, heart rate, body temperature, respiratory rate, SpO2, etc. during sleep.

[0019] The biological information sensor 22 may be a wristwatch type sensor, or any sensor capable of acquiring biological information of the driver D1 even when the driver D1 is asleep.

[0020] An application program for measuring the biological information of the driver D1 in cooperation with the biological information sensor 22 and an application program for receiving self-reported information from the driver D1 are pre-installed in the terminal 21. The biological information measured by the terminal 21 includes, for example, the average heart rate, minimum heart rate, average respiratory rate, body temperature, etc. during sleep. The terminal 21 accumulates the biological information of the driver D1 in chronological order.

[0021] The terminal 21 may also be installed with a health management application program capable of determining the sleep level of the driver D1 based on the driver D1's biological information. Since methods for determining the sleep level based on biological information are known, detailed explanations thereof will be omitted here. For example, the terminal 21 detects when the driver D1 falls asleep and wakes up based on acceleration information from the biological information sensor 22. The terminal 21 also determines the sleep level based on the driver D1's heart rate and body temperature. The sleep score may be calculated by the terminal 21 or the cloud 30.

[0022] The cloud 30 is configured to be able to exchange data wirelessly with the administrator-side system 10 and the driver-side system 20.

[0023] The cloud 30 inputs manager assessment information from the manager-side system 10. The manager assessment information is information about the driver D1 that the manager M1 observed during roll call, such as information that the driver D1 appears sleepy or unwell.

[0024] Furthermore, the cloud 30 receives input of biometric information and self-reported information from the driver's side system 20 .

[0025] The cloud 30 also receives operational information from a vehicle B1, such as a truck owned by a transport company. The operational information is information obtained by an on-board device, such as information about the actual time the vehicle B1 has been traveling and information about the distance traveled. The operational information may also include information about the driver's drowsiness based on the driver's line of sight, etc.

[0026] The cloud 30 is configured to include at least a storage device and an information processing device, and generates various types of information by executing a predetermined program using biometric information and self-reported information input from the driver's side system 20, administrator assessment information input from the administrator's side system 10, and driving information input from the vehicle B1.

[0027] Of the various types of information generated, the cloud 30 sends health advice information to the terminal 21 of the driver-side system 20 and health comment information at roll call to the terminal 11 of the manager-side system 10. The health comment information at roll call includes information about the driver D1 regarding sleep, physical condition, etc.

[0028] <2> Main components of the traffic management system FIG. 2 is a functional block diagram of the traffic management system according to this embodiment.

[0029] 2 is provided in any one of the administrator-side system 10, the driver-side system 20, and the cloud 30 in Fig. 1. Specifically, the operation plan acquisition unit 101 is provided in the administrator-side system 10, the biological information acquisition unit 102 is provided in the driver-side system 20, the determination unit 102 is provided in the administrator-side system 10, the presentation unit 104 is provided in the administrator-side system 10, the sleep detection unit 105 and the physical condition determination unit 106 are provided in the administrator-side system 10, and the self-reported information acquisition unit 107 is provided in the driver-side system 20.

[0030] The determination unit 103, sleep detection unit 105, and physical condition determination unit 106 do not necessarily have to be provided in the administrator-side system 10, but may be provided in the cloud 30 or the driver-side system 20.

[0031] In practice, each of the administrator-side system 10, the driver-side system 20, and the cloud 30 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc. The CPU reads a program corresponding to the processing content from the ROM, loads it into the RAM, and works with the loaded program to realize the functions of each unit shown in FIG. 2. Note that all or part of the functions of each unit shown in FIG. 2 may be realized by a hardwired circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field-Programmable Gate Array). Each functional block of the traffic management system 10 can be realized by one or more processors, one or more electronic circuits, or a combination thereof.

[0032] The operation plan acquisition unit 101 acquires operation plan information including a scheduled operation start time and operation end time for the driver D1. The operation plan is input, for example, by the manager M1 from the terminal 11 and stored in the cloud 30 or the terminal 11. The operation plan acquisition unit 101 acquires the operation plan by reading out the stored operation plan.

[0033] The biometric information acquisition unit 102 acquires biometric information of the driver D1 before the start time of the trip. This biometric information is measured by the terminal 21 in cooperation with the biometric information sensor 22, and is stored in the terminal 21, the cloud 30, or the terminal 11.

[0034] The determination unit 103 determines the alert level of the driver D1 during the scheduled operation period from the operation start time to the operation end time based on the driver's biological information before the operation start time. In the present embodiment, the determination unit 103 inputs the detection result by the sleep detection unit 105, the determination result by the physical condition determination unit 106, and self-reported information of the driver D1, and determines the alert level of the driver D1 during the scheduled operation period from the operation start time to the operation end time based on these. Here, the "alert level" represents the level of risk that the driver D1 will become drowsy or feel unwell while operating.

[0035] The sleep detection unit 105 detects whether the driver D1 is sleeping based on the biological information acquired by the biological information acquisition unit 102. Specifically, the sleep detection unit 105 detects the sleep start time (i.e., the time when the driver D1 fell asleep), the sleep end time (i.e., the time when the driver woke up), and the sleeping duration of the driver D1 based on the heart rate, body temperature, etc. of the driver D1, and outputs these to the determination unit 103.

[0036] The physical condition determination unit 106 receives the biometric information acquired by the biometric information acquisition unit 102 and the sleep information detected by the sleep detection unit 105, and determines the physical condition of the driver D1 based on the biometric information while the driver D1 is sleeping. For example, the physical condition determination unit 106 determines that the higher the heart rate while sleeping, the more fatigue has accumulated in the driver D1, and the worse the physical condition of the driver D1. In this embodiment, by determining the physical condition based on the biometric information while sleeping, it is possible to perform a more stable physical condition determination than when determining the physical condition based on the biometric information while not sleeping.

[0037] The physical condition determined by the physical condition determining unit 106 is not limited to the degree of fatigue. The physical condition determining unit 106 may determine the physical condition of the driver D1 based on, for example, body temperature, respiratory rate, heart rate variability, and the like.

[0038] The self-reported information acquisition unit 107 is an input unit that accepts self-reports from the driver D1, and is embodied, for example, by a touch panel or a voice input unit of the terminal 21. The self-reported information acquisition unit 107 may also be embodied, for example, by a touch panel or a voice input unit of the terminal 11.

[0039] The self-reported information acquisition unit 107 acquires self-reported information on the physical condition of the driver D1 before the start of a trip. Before the trip means, for example, within a predetermined time before the start of the trip (for example, within one hour before the trip) or at the time of roll call.

[0040] The determination process of the determination unit 103 will now be described in more detail.

[0041] The determination unit 103 determines whether the driver D1 will become drowsy or whether his / her fatigue level will become too high during the scheduled operation period from the operation start time to the operation end time. The determination unit 103 acquires biometric information of the driver D1 during a period including at least one sleeping period before the operation start time, and determines the possibility that the driver D1 will become drowsy during the scheduled operation period based on the length and timing of the sleeping period. The period including at least one sleeping period is preferably at least one day (24 hours), for example, but may be about half a day (12 hours) as long as the most recent sleeping period can be determined. The determination unit 103 calculates the sleeping period taken by the driver D1 in the sleep closest to the start of operation. Alternatively, it calculates the sleeping period taken within, for example, 24 hours before the start of operation. The determination unit 103 also calculates the time from when the driver D1 finished sleeping (waking up) immediately before the start of operation to when the operation ends, i.e. Scheduled non-sleep Calculate the time.

[0042] The determination unit 103 determines that the shorter the sleeping time, the more sleepy the driver D1 becomes during driving. Scheduled non-sleep The longer the time, the more likely it is that the driver D1 will become sleepy while driving. Scheduled non-sleep Taking time into consideration, the determination unit 103 determines whether or not the driver D1 is likely to become drowsy. For example, the determination unit 103 determines whether or not the driver D1 is likely to become drowsy if the sleeping time is shorter than the threshold X1 and Scheduled non-sleep If the time is longer than the threshold X2, the determination unit 103 determines that the alert level for drowsiness during driving is high. Scheduled non-sleep If the sleep time is longer than the threshold X2, the determination unit 103 determines that the alert level of drowsiness during driving is medium. Scheduled non-sleep If the time is equal to or less than the threshold X2, the drowsiness alert level during driving is determined to be low. Note that a high level indicates a higher possibility of drowsiness occurring during driving. Note that the drowsiness levels are not limited to three levels, and the determination results may be displayed in more levels.

[0043] Furthermore, it is more preferable that the determination unit 103 makes a determination using conventional knowledge regarding drowsiness as follows. -Due to sleep rhythms (it is easy to wake up during the day and get sleepy at night), for example, even after staying up all night, you may not feel sleepy because roll call is in the morning, but you may get sleepy before the end of your shift. The longer you stay awake, the more sleepy you feel.

[0044] Additionally, in the present embodiment, the determination unit 103 determines the alert level of the driver D1 while driving, based on the physical condition of the driver D1 obtained by the physical condition determination unit 106 and the self-reported information obtained by the self-reported information acquisition unit 107. Note that the determination unit 103 does not necessarily need to make the determination using the outputs of the physical condition determination unit 106 and the self-reported information acquisition unit 107, and may make the above determination using only the outputs of the operation plan acquisition unit 101 and the sleep detection unit 105. Furthermore, in addition to that, the determination may be made using the output of either the physical condition determination unit 106 or the self-reported information acquisition unit 107.

[0045] For example, the determination unit 103 may acquire the heart rate during sleep from the physical condition determination unit 106, and if the heart rate during sleep is higher than the threshold H, determine that fatigue has accumulated in the driver D1, and raise the drowsiness alert by one level higher than the determination result of the determination unit 103. Furthermore, the determination unit 103 may output parameters indicating other physical conditions, such as the degree of fatigue, in addition to the drowsiness alert, based on the drowsiness alert and the information indicating the physical condition obtained from the physical condition determination unit 106.

[0046] The presentation unit 104 presents the determination result by the determination unit 103. The presentation unit 104 is embodied by a display unit or speaker of the terminal 11, and presents the determination result by display or audio output. Examples of the contents of the presentation include "The sleep time is shorter than usual, so the scheduled operation time should be shortened," "It seems that the driver woke up early, and it seems that the desire to sleep will increase around the end of the operation. A nap during lunch break is recommended," "Caution is required as this is in poor health. Early rest is recommended," "Caution is required as this is in poor health. Check that the driver is aware of this and consider having an examination at a hospital," "The driver has stated that he is not feeling well and would like to take the day off tomorrow. Please consider whether he can take leave," "The driver has stated that he is feeling a bit tired for three consecutive days. It seems that he has not fully recovered. Please revise the operation plan," etc.

[0047] The presentation unit 104 may display the determination result by the determination unit 103 and the self-reported alert level of the driver D1 side by side. For example, the presentation unit 104 may display the sleep alert by the determination unit 103, information indicating the physical condition, and also display information indicating the self-reported physical condition. The presentation unit 104 may be, for example, a monitor or a tablet terminal.

[0048] FIG. 3 is a flowchart illustrating the operation of the traffic management system according to this embodiment.

[0049] In step S1, the operation plan acquisition unit 101 acquires operation plan information including the operation start time and operation end time scheduled for the driver D1. In step S2, the biometric information acquisition unit 102 acquires biometric information of the driver D1 before the operation start time.

[0050] In the following step S3, the sleep detection unit 105 detects that the driver D1 is sleeping based on the biological information acquired in step S2. In the following step S4, the physical condition determination unit 106 determines the physical condition level of the driver D1 based on the biological information during sleep. In the following step S5, the self-reported information acquisition unit 107 acquires the self-reported information of the driver D1. Note that the processes of steps S2-S3, step S4, and step S5 may be performed in parallel.

[0051] In the following step S6, the determination unit 103 determines the alert level of the driver D1 during the scheduled operation period from the operation start time to the operation end time based on the biological information before the operation start time. In this embodiment, the determination unit 103 determines the alert level of the driver D1 during the scheduled operation period based on the sleep information and physical condition level obtained from the biological information before the operation start time and the self-reported information.

[0052] In the following step S7, the notification unit 104 presents the alert level of the driver D1 determined in S6.

[0053] <3> summary As described above, according to this embodiment, there are provided an operation plan acquisition unit 101 that acquires operation plan information including the scheduled operation start time and operation end time for driver D1, a biometric information acquisition unit 102 that acquires biometric information of driver D1 before the operation start time, a determination unit 103 that determines the alert level of driver D1 during the scheduled operation period from the operation start time to the operation end time based on the acquired biometric information before the operation start time, and a determination result presentation unit (presentation unit 104) that presents the result of the determination.

[0054] This allows the manager M1 to know the state of the driver D1 during the scheduled operation period from the operation start time to the operation end time based on the content presented in the judgment result presentation unit (presentation unit 104), and thus allows the manager M1 to make appropriate comments to the driver D1, make appropriate changes to the operation plan, etc. As a result, it is possible to realize a traffic management system and a traffic management method that can reduce the probability that the driver D1 will become ill while driving.

[0055] Furthermore, according to the operation management system of this embodiment shown in FIG. 1, even if there is a leak of biological information from the biological information sensor 22, support can be provided based on the driver D1's self-reporting or the manager M1's assessment.

[0056] According to the configuration of the above-described embodiment, the manager M1 can comprehensively determine the alert level of the driver D1 while driving based on the state of the driver D1 at the time of roll call, the content of the self-report, and biometric information.

[0057] The above-described embodiments are merely examples of specific embodiments of the present invention, and the technical scope of the present invention should not be construed as being limited by these embodiments. In other words, the present invention can be embodied in various forms without departing from the gist or main characteristics thereof.

[0058] In the above-described embodiment, the determination unit 103 calculates the sleep time taken by the driver D1 in the sleep closest to the start of driving, or the sleep time taken within, for example, 24 hours before the start of driving, and also calculates the time from when the driver D1 finished sleeping (waking up) immediately before the start of driving to when the driver D1 finished driving. Scheduled non-sleep Although the case where the calculation is performed as a time has been described, the present disclosure is not limited to this.

[0059] For example, the determination unit 103 may determine the alert level of the driver during the scheduled driving period based on the average value of the sleeping time and the scheduled non-sleep time up to the previous driving, in addition to the sleeping time and the scheduled non-sleep time.

[0060] In this way, the determination unit 103 can make a determination that takes into account not only the relationship between the sleeping time and the scheduled non-sleep time for the current trip, but also the relationship between the sleeping time and the scheduled non-sleep time up until the previous trip. For example, there are drivers who are less likely to feel sleepy even if the ratio of sleeping time to scheduled non-sleep time is small, and conversely, there are drivers who are more likely to feel sleepy if the ratio of sleeping time to scheduled non-sleep time is not large. By making a determination that takes into account the relationship between the sleeping time and the scheduled non-sleep time up until the previous trip, it becomes possible to make a determination that reflects such individual differences among drivers.

[0061] In other words, by calculating the average values ​​of sleep time and scheduled non-sleep time on work days from a specified number of days prior (2 days, 5 days, 14 days, etc.) as well as a specified time before the work day, and taking these relationships into consideration, the relationship between sleep time and scheduled non-sleep time on the work day is determined and presented, making it possible to more accurately determine the driver's alert level during the scheduled driving period. [Industrial Applicability]

[0062] The present disclosure is useful, for example, as a technique for transport companies to manage safe operations. [Explanation of symbols]

[0063] 1. Traffic management system 10 Administrator system Terminals 11 and 21 20 Driver's Side System 22 Biometric information sensor 30 Cloud 101 Operation Plan Acquisition Department 102 Biometric information acquisition unit 103 Judgment section 104 Presentation section 105 Sleep detection unit 106 Physical Condition Assessment Section 107 Self-Reporting Information Acquisition Department

Claims

1. A processor comprising: Execute an operation plan acquisition step of acquiring operation plan information including a scheduled operation start time and an operation end time for the driver; executing a biometric information acquisition step of acquiring biometric information of the driver before the operation start time; performing a sleep detection step of detecting sleep of the driver based on the biological information; a determination step of obtaining a sleep time of the driver within a predetermined period before the operation start time using information on the sleep of the driver before the operation start time detected in the sleep detection step, and obtaining a scheduled non-sleep time from the time the driver wakes up to the operation end time included in the sleep information, and determining an alert level of the driver during a scheduled operation period from the operation start time to the operation end time based on the sleep time and the scheduled non-sleep time; executing a determination result presentation step of presenting the result of the determination; Operation management method.

2. In the determination step, an alert level of the driver during the scheduled operation period is determined based on the sleeping time and the scheduled non-sleep time as well as an average value of the sleeping time and the scheduled non-sleep time up to a previous operation. The operation management method according to claim 1.

3. Furthermore, the processor executes a physical condition determination step of determining a level of physical condition of the driver based on the biological information during sleep, In the determination step, an alert level of the driver during the scheduled driving period is determined based on the sleeping time and the scheduled non-sleep time as well as the determined level of the physical condition. The operation management method according to claim 1.

4. The processor further performs the step of obtaining self-reported information of the driver, In the determination step, an alert level of the driver during the scheduled driving period is determined based on the self-reported information in addition to the sleeping time and the scheduled non-sleep time. The operation management method according to claim 1.

5. an operation plan acquisition unit that acquires operation plan information including a scheduled operation start time and operation end time for a driver; a biometric information acquisition unit that acquires biometric information of the driver before the start time of the trip; a sleep detection unit that detects sleep of the driver based on the biological information; a determination unit that obtains the driver's sleeping time within a predetermined period before the operation start time using information about the driver's sleep before the operation start time detected by the sleep detection unit, and obtains a scheduled non-sleep time from the driver's awakening time to the operation end time included in the sleep information, and determines the alert level of the driver during the scheduled operation period from the operation start time to the operation end time based on the sleeping time and the scheduled non-sleep time; a determination result presentation unit that presents the result of the determination; An operation management system that has the following features:

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