On-board devices and operation management systems

Abstract

To provide an on-vehicle unit and an operation management system capable of determining whether or not an occupant is confirming surroundings during a backward movement of a vehicle with a simple configuration.SOLUTION: An on-vehicle unit (10) performs: receiving an input of a speed signal expressing a speed of a vehicle (step S11, step S16, step S43); receiving an input of a shift lever of the vehicle (step S13, step S41); counting a stop time of the vehicle including a time point when a backward signal is input as the shift lever signal based on the speed signal and the shift lever signal (step S12, step S14, step S42, step S44); determining whether or not the stop time exceeds a predetermined threshold (step S20, step S50); and issuing warning when the stop time does not exceed the predetermined threshold (step S22, step S52).SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] This invention relates to an in-vehicle device and a vehicle operation management system. [Background technology]

[0002] In recent years, accidents occurring during reverse driving have become a social problem, and their prevention is considered important. Patent Document 1 discloses a range switching device having a detent lever. This range switching device determines the current range based on a shift lever signal that indicates the range of the shift lever operated by the driver. The range switching device suppresses a decrease in range detection accuracy and can accurately detect when the shift lever is in the reverse range (R range), that is, when the vehicle is reversing. If the vehicle is reversing using this range switching device, some kind of warning can be given to the driver when the vehicle is reversing. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2017-101733 [Overview of the project] [Problems that the invention aims to solve]

[0004] However, even if the technology described in Patent Document 1 is used to simply warn the driver when backing up a vehicle, the effect of reducing accidents during backing up is limited. In order to effectively reduce accidents during backing up, operators need to ensure that drivers thoroughly follow the procedure for checking their surroundings. However, even if operators make checking their surroundings a rule, it is difficult to determine whether the driver is actually performing the check in each situation.

[0005] Another method involves operators installing devices in their vehicles, such as cameras to film the crew, to monitor whether the surrounding area check procedures are being followed. However, this method requires installation work and costs, as well as explanations to the crew, making it not easy to implement.

[0006] The present invention aims to provide an in-vehicle device and a fleet management system that can determine, with a simple configuration, whether or not the crew is performing a check of the surroundings when the vehicle is backing up. [Means for solving the problem]

[0007] To achieve the aforementioned objectives, the in-vehicle device according to the present invention has the following features. A speed input unit that receives a speed signal representing the vehicle's speed, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed a predetermined threshold. 、 The timing unit measures the elapsed time from the moment the vehicle's driving state changes from driving to stopped until the moment the reverse signal is input, and defines this as the stop time. The determination unit determines whether the stop time exceeds the predetermined threshold, Onboard equipment. A speed input unit that receives a speed signal representing the vehicle's speed, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, The determination unit increases the predetermined threshold if the vehicle is located at a point where a sudden event is likely to occur. Onboard equipment. A speed input unit that receives a speed signal representing the vehicle's speed, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, In the case where an in-vehicle camera for photographing the crew is installed in the vehicle, If the in-vehicle camera cannot confirm the crew member's surroundings check operation, the determination unit increases the predetermined threshold. Onboard equipment. A speed input unit that receives a speed signal representing the vehicle's speed, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, If an external camera for photographing the area around the vehicle is installed on the vehicle, The determination unit reduces the predetermined threshold, or the determination unit does not determine whether the stop time exceeds the predetermined threshold. Onboard equipment.

[0008] Also, in order to achieve the above object, the operation management system according to the present invention is characterized by the following. The above in-vehicle device and a server that manages the in-vehicle device through a network, An operation management system including the above. The in-vehicle device described above and a computer device that manages the in-vehicle device, An operation management system including the above.

Effects of the Invention

[0009] According to the present invention, it is possible to provide an in-vehicle device and an operation management system capable of determining whether a crew member is performing a surrounding confirmation operation when the vehicle is backing up with a simple configuration.

[0010] The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through the embodiments for carrying out the invention described below (hereinafter referred to as "embodiments") with reference to the accompanying drawings.

Brief Description of the Drawings

[0011] [Figure 1] FIG. 1 is a diagram showing a configuration example of an operation management system according to an embodiment of the present invention. [Figure 2]Figure 2 is a flowchart showing a basic example of the operation of the in-vehicle device that generates a warning when reversing, as shown in Figure 1. [Figure 3] Figure 3 is a flowchart of the first part of the reverse-time alarm generation process based on prior detection. [Figure 4] Figure 4 is a flowchart of the latter part of the reverse-time alarm generation process based on prior detection. [Figure 5] Figure 5 is a flowchart of the first part of the reverse-time alarm generation process based on rear detection. [Figure 6] Figure 6 is a flowchart of the latter part of the reverse-time alarm generation process based on post-detection. [Figure 7] Figure 7 is a flowchart of the derivation process. [Figure 8] Figure 8 is a flowchart of the near-miss linked processing included in the derived processing. [Figure 9] Figure 9 is a flowchart of the in-vehicle camera linkage process included in the derived process. [Figure 10] Figure 10 is a flowchart of the external camera linkage process included in the derived process. [Figure 11] Figure 11 is a timing chart that includes the timing of when the vehicle reversed and a flag indicating that surrounding area checks were not completed during the reverse driving. [Figure 12] Figure 12 is a radar chart that displays a list of safe driving evaluation items, including reverse driving evaluation. [Modes for carrying out the invention]

[0012] Specific embodiments of the present invention will be described below with reference to the figures.

[0013] Figure 1 shows an example configuration of the fleet management system 1 in one embodiment of the present invention. The fleet management system 1 shown in Figure 1 is a fleet management system operated by a service provider whose customers (users) are businesses that manage the operation of vehicles such as trucks and taxis. The business itself may also operate this fleet management system.

[0014] The operation management system 1 shown in Figure 1 includes a server 80 for managing vehicle operations, an on-board unit 10 used as a vehicle warning device when installed in a vehicle such as a truck, and an office PC 30 used by the operator's administrator. The on-board unit 10 has a drive recorder function and a digital tachograph function, and has a function that can alert the driver when the driver of the vehicle starts to reverse. In the operation management system 1, the server 80 collects and stores operation data collected by the on-board unit 10 and video data captured by on-board cameras installed in the vehicle, and provides analysis results related to operation management to the office PC 30 according to the customer's request.

[0015] The office PC 30 is installed in a designated office to manage each vehicle, driver, work details, etc. The server 80 is equipment on the service provider (support center) side that performs analysis based on vehicle operation information collected from the in-vehicle device 10 and provides various services to the customer using the analysis results. The operation management system 1 includes multiple office PCs 30 and multiple in-vehicle devices 10 installed in the offices of multiple customers.

[0016] In the in-vehicle unit 10, vehicle operation information, including video data (image data) and operation data captured by the in-vehicle cameras (cameras 23A, 23B) while the vehicle is in operation, is recorded on a recording medium 65 such as a memory card. The operation data includes, for example, the vehicle's position, speed, engine speed, and trigger information such as warnings (distance warning, distracted driving warning, etc.) and sharp turns, and is recorded in association with time information indicating the time when the video data was captured. The vehicle operation information recorded on the recording medium 65 is read out by the office PC 30 when the vehicle returns to the office after the end of the day's operation. The server 80 stores the operation data collected from the in-vehicle units 10 of each vehicle owned by multiple customers in a database.

[0017] The office PC 30 consists of a general-purpose computer device installed in the office. The office PC 30 manages the vehicle's operating status, etc. The server 80 analyzes vehicle operation information, including video data and event information collected by the in-vehicle unit 10, and provides information to the office PC 30. In the example in Figure 1, data communication between the in-vehicle unit 10 and the server 80 is conducted via the base station 71. Data communication between the in-vehicle unit 10 and the office PC 30 is relayed by the base station 71, the server 80, and the network 70. Wireless communication between the base station 71 and the in-vehicle unit 10 may be conducted using a mobile communication network such as LTE (Long Term Evolution) / 5G (5th Generation) or a wireless LAN (Local Area Network). The network 70 is a network such as the Internet (packet communication network) and relays data communication between the office PC 30 and the server 80.

[0018] The in-vehicle unit 10 is equipped with various interfaces (I / F) 12A, 12B, 12C, 13, 14, 16, 19, and 29 to enable input or output of various signals. The speed interface 12A has the function of inputting the vehicle speed pulse signal output by the vehicle speed sensor 51 mounted on the vehicle to the control unit 11. The engine rotation interface 12B has the function of inputting the engine rotation pulse signal output from the vehicle to the control unit 11. The external input interface 13 is used to input various external signals to the control unit 11.

[0019] The sensor input interface 14 is used to input signals from various sensors to the control unit 11. In the example shown in Figure 1, the G sensor 28 and the gyro sensor 52 are connected to the sensor input interface 14. The G sensor 28 detects the magnitude of acceleration in various directions applied to the vehicle on which the in-vehicle unit 10 is mounted, for example, in the longitudinal, lateral, and vertical directions of the vehicle (longitudinal G, left / right G, vertical G). The gyro sensor 52 detects the rotational angular velocity around the pitch axis, yaw axis, and roll axis of the vehicle on which the in-vehicle unit 10 is mounted, and can output signals indicating changes in the pitch angle, yaw angle, and roll angle. Based on the outputs of the gyro sensor 52 and the G sensor 28, the control unit 11 detects a sharp turn of the vehicle.

[0020] The shift lever 53 is a device used by the driver to shift the vehicle's gears. When reversing, the driver can move the vehicle in reverse by putting the shift lever 53 into the reverse range (R range). The shift lever signal I / F 12C inputs the shift lever signal from the shift lever 53 to the control unit 11.

[0021] The analog input interface 29 is used for inputting various analog signals. Camera I / F16 has the function of connecting cameras 23A and 23B. That is, camera I / F16 has the function of acquiring video data by taking in the video signals output by cameras 23A and 23B and converting them into predetermined digital image data suitable for computer processing. Camera 23A is an external camera that photographs the area around the vehicle (for example, a front camera installed in front of the vehicle) and photographs the area around the vehicle. Camera 23A can photograph, for example, the front, side and rear of the vehicle and can photograph other vehicles, people and other objects located around the vehicle. Camera 23B is an internal camera installed inside the vehicle, for example in front of the driver's seat, and photographs the scene inside the vehicle, including the driver's face and actions. Note that the number of cameras connected to camera I / F16 may be three or more.

[0022] The voice interface 19 has the function of generating predetermined voice signals that can be used for voice-based warnings and other purposes.

[0023] The control unit 11, which implements the main functions of the in-vehicle unit 10, is composed of electronic circuits mainly consisting of a microcomputer processor (CPU). This microcomputer implements the control functions of the in-vehicle unit 10, which will be described later, by executing a program that is pre-stored in non-volatile memory 26A or the like.

[0024] The interfaces 12A, 12B, 13, 14, 16, and 29 described above are connected to the input of the control unit 11. In addition, the speaker 20 is connected to the output of the control unit 11 via the audio interface 19. The speaker 20 outputs warning sounds such as distance warnings.

[0025] Furthermore, the recording unit 17, display unit 27, power supply unit 25, communication unit 24, non-volatile memory 26A, volatile memory 26B, card interface 18, RTC unit 21, beacon receiver unit 15, and GPS receiver unit 9 are connected to the control unit 11.

[0026] The recording unit 17 records vehicle operation information, such as video data output by cameras 23A and 23B, in a predetermined storage area (recording medium 65). The display unit 27 can be used to display visible information such as characters necessary for operating the in-vehicle device 10, as well as information that serves as a warning regarding driving operations, so that the driver can see it. The display unit 27 also displays information related to the occurrence of warnings, such as distance warnings.

[0027] The power supply unit 25 generates stable power based on the power supplied from the vehicle, and supplies the generated power to each circuit in the in-vehicle unit 10, including the control unit 11. The communication unit 24 provides wireless communication functionality for data communication between the in-vehicle unit 10 and the base station 71.

[0028] The non-volatile memory 26A is composed of semiconductor memory and pre-stores programs that can be executed by the microcomputer of the control unit 11, as well as various constant data and tables necessary for control. The volatile memory 26B is used to temporarily hold data generated by the control unit 11 during processing.

[0029] The card interface 18 is connected to a recording medium 65 owned by the driver, which can be inserted and removed. The control unit 11 can read data from the recording medium 65 attached to the card interface 18, and can also write various data generated by the control unit 11 to the recording medium 65 via the card interface 18.

[0030] The RTC (real time clock) unit 21 is composed of an integrated circuit that has the function of a clock. In other words, the RTC unit 21 can generate information about the current time and track elapsed time, etc.

[0031] The beacon receiver 15 receives radio waves from beacons located within a predetermined range via the antenna 15a. Beacons include driver beacons. When a beacon signal from a driver beacon carried by a driver is received by the in-vehicle unit 10 via the beacon receiver 15, the control unit 11 automatically recognizes the driver ID and identifies the driver. In other words, simply by the driver getting into the driver's seat with a driver beacon containing their driver ID stored in it, the in-vehicle unit 10 recognizes the driver ID, enabling individual data management without requiring the driver to perform any specific operation. The control unit 11 can also determine the current location by receiving beacon signals from fixed beacons fixed at predetermined locations within the premises. In addition to beacons, the control unit 11 may also perform positioning based on signals received by the GPS receiver 9, which will be described later.

[0032] The GPS receiver 9 receives radio waves from multiple GPS (Global Positioning System) satellites via the antenna 9a. Based on the multiple received signals, the GPS receiver 9 can calculate and obtain location information representing the vehicle's current position. Furthermore, the GPS receiver 9 can detect the vehicle's movement using the location information based on the received signals. In addition, the GPS receiver 9 can acquire time information based on the received signals.

[0033] The office PC 30 is a PC that runs on a general-purpose operating system. The office PC 30 can be used as a management device to understand and manage the driving status and operational status of vehicles. The office PC 30 has a control unit (CPU) 31, a communication unit 32, a display unit 33, a storage unit 34, a card interface 35, an operation unit 36, an external interface 37, and an audio interface 38.

[0034] The control unit 31 comprehensively controls each part of the office PC 30. The communication unit 32 can communicate with the server 80 via the network 70. The display unit 33 can display various information that can be used for operational management of each vehicle. The storage unit 34 can acquire and manage data generated by the on-board devices 10 installed in each vehicle.

[0035] A recording medium 65 is inserted into the card interface 35 so that it can be easily inserted and removed. The card interface 35 is used to input various data recorded by the in-vehicle unit 10 from the recording medium 65. The control unit 36 ​​has a keyboard and mouse, and accepts operations from the administrator of the office PC 30. External storage devices (not shown), such as an operation data database (DB) and a hazard map database (DB), can be connected to the external I / F 37. A microphone 41 and a speaker 42 are connected to the voice I / F 38. The administrator can also make voice calls using the microphone 41 and speaker 42.

[0036] The server 80 includes a control unit (CPU) 81, a communication unit 82, a storage unit 83, and an external interface 84. The communication unit 82 communicates with the in-vehicle unit 10 via the base station 71. The communication unit 82 can also communicate with the office PC 30 via the network 70. The storage unit 83 is a memory capable of storing various types of data. A database (DB) 85 can be connected to the external interface 84. The DB 85 can store vehicle operation information collected from multiple in-vehicle units 10.

[0037] The control unit 81 comprehensively controls each part of the server 80, analyzes vehicle operation data, and stores the operational data resulting from the analysis in the DB 85. An example of operation data analysis is shown below. The control unit 81 analyzes the type and number of alarms, and displays the increased number of alarms in a list or video data when the number of alarms of the same type exceeds a threshold. The control unit 81 calculates safety scores based on the frequency of dangerous behaviors, etc., from the analysis report that analyzes the operation data of each driver (crew member), and makes this available for driver safety education.

[0038] In the operation management system 1 configured as described above, the operation of the in-vehicle device 10 regarding the generation of a warning when reversing will be explained with reference to Figures 2 to 10.

[0039] First, with reference to Figure 2, an overview of the reverse warning function of the in-vehicle unit 10 will be explained. The reverse warning function determines whether the occupant has adequately checked the surroundings when the vehicle is reversing, and if not, it prompts the occupant to receive a warning. This function enables the occupant to adequately check the surroundings, especially when reversing where checking the surroundings is necessary, thereby ensuring safety and preventing accidents.

[0040] First, the control unit 11 of the in-vehicle unit 10 determines whether the vehicle's ignition, i.e., the ignition system, is turned on (step S1). If the vehicle is an electric vehicle, the control unit 11 determines, for example, whether the battery is turned on.

[0041] Next, the control unit 11 determines whether a stop time monitoring setting is configured to monitor whether the vehicle has stopped for a predetermined period of time when it is backing up (step S2). The program related to the stop time monitoring setting can be stored in, for example, non-volatile memory 26A, and the control unit 11 can read the program from the non-volatile memory 26A and execute it.

[0042] If a stop time monitoring setting is set (Yes in step S2), the control unit 11 determines whether the stop time monitoring setting is for pre-detection or post-detection (step S3). If the setting is for pre-detection, the control unit 11 performs a reverse alarm operation in accordance with pre-detection (step S4), and if the setting is for post-detection, it performs a reverse alarm operation in accordance with post-detection (step S5). Pre-detection is an operation performed based on the elapsed time while the vehicle is stopped before shifting to the R range (gear change) on the shift lever 53, and will be explained using Figures 3 and 4. Post-detection is an operation performed based on the elapsed time while the vehicle is stopped after shifting to the R range on the shift lever 53, and will be explained using Figures 5 and 6.

[0043] Next, with reference to Figures 3 and 4, the reverse warning generation operation based on prior detection (step S4 in Figure 2) will be explained. First, the control unit 11 determines whether the vehicle is in a parking exit state or not (step S10). The control unit 11 can acquire position information based on the received signal from the GPS receiver 9, for example, and determine whether the vehicle is in the garage or not, as well as whether the vehicle is in a parking exit state or not.

[0044] If the vehicle is in a departure state (Yes in step S10), the control unit 11 determines whether the current vehicle speed is 0 km / h (step S11). The control unit 11 functions as a speed input unit that receives a speed signal representing the vehicle speed via the speed I / F 12A. Such a function unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0045] If the current vehicle speed is not 0 km / h (No in step S11), the control unit 11 continues to detect the vehicle speed. On the other hand, if the current vehicle speed is 0 km / h (Yes in step S11), that is, if the vehicle is stopped, the control unit 11 starts timing (counting) the previously detected stop time (elapsed time in the stopped state) t1 (step S12).

[0046] After the start of timing for the pre-detection stop time t1, the control unit 11 determines whether or not the reverse signal of the shift lever signal is ON (step S13). The control unit 11 functions as a shift signal input unit that receives the input of the shift lever signal via the shift lever signal I / F 12C. Such a function unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0047] If the reverse signal is not on (No in step S13), the control unit 11 further measures the forward detection stop time t1, increasing the forward detection stop time t1 (step S14), and continues measuring the forward detection stop time t1. In other words, the control unit 11 also functions as a timing unit that measures the forward detection stop time t1 based on the speed signal and the shift lever signal. Such a function is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0048] On the other hand, if the back signal is ON (Yes in step S13), the control unit 11 has a debounce time T with the back signal ON. d Determine whether the time has elapsed (step S15). Debounce time T d This is a time set up to prevent false detections due to malfunctions of the mechanical switches when changing the position of the shift lever 53. The control unit 11 may determine the start of reverse driving at the same time as the reverse signal is turned on, but the debounce time T d By recognizing the elapsed time as the moment a reverse signal is input and determining the start of reverse driving, false detections can be prevented.

[0049] Debounce time Td If the time has not elapsed (No in step S15), the control unit 11 determines again whether the current vehicle speed is 0 km / h (step S16). If the vehicle speed is 0 km / h (Yes in step S16), the vehicle is not moving in reverse, so the control unit 11 further measures the forward detection stop time t1 and increases the forward detection stop time t1 (step S14), and continues to measure the forward detection stop time t1.

[0050] Debounce time T d If the specified time has elapsed (Yes in step S15), or if the vehicle speed is not 0 km / h (No in step S16), the control unit 11 determines whether there are any further reversing settings (step S17). The program related to the reversing settings can be stored in, for example, a non-volatile memory 26A, and the control unit 11 can read the program from the non-volatile memory 26A and execute it.

[0051] A "reversing maneuver" refers to the action of changing the position or direction of a vehicle to pass through a narrow curve or corner. The reverse maneuver setting is a setting that determines whether the time required for the maneuver, i.e., the reverse maneuver setting time, has elapsed while the reverse signal is on when a reverse maneuver occurs.

[0052] If a reversing setting exists (Yes in step S17), the control unit 11 determines whether the reversing setting time has elapsed since the last reverse driving, that is, whether the reversing is complete (step S18). If the reversing setting time has elapsed (Yes in step S18), or if there is no reversing setting (No in step S17), the control unit 11 executes a derived process, which is an optional process (step S19). The derived process will be explained using Figure 7. On the other hand, if the reversing setting time has not elapsed (No in step S18), the control unit 11 executes step S25, which will be described later, because the reversing is in progress.

[0053] After the derivative process ends, the control unit 11 determines whether the pre-detection stop time t1 exceeds the pre-detection set stop time T1 (step S20). The control unit 11 functions as a determination unit that determines whether the pre-detection stop time t1, which is the elapsed time of the stop state, exceeds the pre-detection set stop time T1, which is a predetermined threshold. Such a functional unit is realized, for example, when the control unit 11 executes a program stored in the non-volatile memory 26A or the like.

[0054] If the pre-detection stop time t1 does not exceed the pre-detection set stop time T1 (t1 < T1) (Yes in step S20), the control unit 11 generates a NG event on the assumption that the crew's peripheral confirmation is insufficient (step S21). That is, here, since the pre-detection stop time t1, which is the actual elapsed time of the stop state, does not exceed the pre-detection set stop time T1, which is a preset threshold, the pre-detection stop time t1 is short, and it is presumed that the crew's peripheral confirmation is insufficient.

[0055] After generating the NG event, the control unit 11 activates an alarm (step S22). The control unit 11 functions as an alarm unit that issues an alarm when the pre-detection stop time t1, which is the elapsed time of the stop state, does not exceed the pre-detection set stop time T1, which is a predetermined threshold. Such a functional unit is realized, for example, when the control unit 11 executes a program stored in the non-volatile memory 26A or the like. The control unit 11 can activate an alarm sound through the speaker 20 via the audio I / F 19. Also, the control unit 11 can activate an alarm by display on the display unit 27. The control unit 11 may activate both the alarm by alarm sound and the alarm by display, or may activate only one of them.

[0056] After activating the alarm, the control unit 11 determines whether there is a transmission setting to the office PC 30 regarding the activation of the alarm (step S23). A program regarding the transmission setting to the office PC 30 can be held, for example, in the non-volatile memory 26A or the like, and the control unit 11 can read and execute the program from the non-volatile memory 26A.

[0057] If there is a setting to send to the office PC 30 (Yes in step S23), the control unit 11 notifies the office PC 30 of an alarm event indicating that an alarm has been triggered (step S24). This notification can be performed via the base station 71, server 80, and network 70 shown in Figure 1, but it may also be performed via a separate network connecting the in-vehicle unit 10 and the office PC 30.

[0058] On the other hand, if the reversal setting time has not elapsed in step S18, i.e., if reversal is in progress (No in step S18), the control unit 11 generates an OK event (step S25). Also, if the pre-detection stop time t1 exceeds the pre-detection setting stop time T1 (t1≧T1) in step S20 (No in step S20), the control unit 11 generates an OK event (step S25). In other words, if the pre-detection stop time t1, which is the elapsed time of the actual stopped state, exceeds the pre-detection setting stop time T1, which is a preset threshold, it is estimated that the pre-detection stop time t1 is long and that the crew has sufficiently checked the surroundings, and an OK event is generated.

[0059] After notification of an alarm event (step S24) or generation of an OK event (step S25), or if there is no setting to send to the office PC 30 (No in step S23), the control unit 11 determines again whether there is a reversal setting (step S26). If there is a reversal setting (Yes in step S26), the control unit 11 starts the reversal timer (step S27), starts timing the reversal setting time in step S18, and initializes the previous detection stop time t1 (step S28). Furthermore, the control unit 11 determines whether the vehicle is in a parking state or not (step S29). The control unit 11 can, for example, acquire location information based on the received signal from the GPS receiver 9 to determine whether the vehicle is in the garage and whether the vehicle is in a parking state or not.

[0060] If the vehicle is parked (Yes in step S29), the control unit 11 terminates the reverse warning generation operation based on the previous detection. If the vehicle is not parked (No in step S29), the control unit 11 resumes processing from step S11.

[0061] As described above, in the reverse warning generation operation based on pre-detection, the control unit 11, which functions as a timing unit, measures the vehicle's pre-detection stop time t1 up to the point when the reverse signal is input as the elapsed time (steps S12 to S16). Furthermore, the control unit 11, which functions as a determination unit, determines whether the pre-detection stop time t1 exceeds the pre-detection set stop time T1 (step S20). This means that the vehicle's stop time up to the point of shifting into reverse driving, i.e., the pre-detection stop time t1, is measured as the elapsed time (steps S12 to S16). This allows for obtaining useful information in cases where the time to check the surroundings before shifting is important.

[0062] Next, with reference to Figures 5 and 6, the reverse warning generation operation based on rear detection (step S5 in Figure 2) will be explained. First, the control unit 11 determines whether the vehicle is in a parking exit state or not (step S40). The control unit 11 can acquire position information based on the received signal from the GPS receiver 9, for example, and determine whether the vehicle is in the garage or not, as well as whether the vehicle is in a parking exit state or not.

[0063] If the vehicle is in the exit state (Yes in step S40), the control unit 11 determines whether the reverse signal of the shift lever signal is on or off (step S41). The control unit 11 functions as a shift signal input unit that receives the input of the shift lever signal via the shift lever signal I / F 12C. Such a function unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0064] If the reverse signal is not on (No in step S41), the control unit 11 continues to detect the shift lever signal until the reverse signal is turned on. On the other hand, if the reverse signal is on (Yes in step S41), the control unit 11 starts timing (counting) the stop time when the reverse is detected (elapsed time in the stopped state) t2 (step S42).

[0065] Furthermore, the control unit 11 determines whether the current vehicle speed is 0 km / h (step S43). The control unit 11 functions as a speed input unit that receives a speed signal representing the vehicle speed via the speed interface 12A. Such a function unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0066] If the current vehicle speed is 0 km / h (Yes in step S43), that is, if the vehicle is stopped, the control unit 11 further measures the rear detection stop time t2 and increases the rear detection stop time t2 (step S44). The control unit 11 then continues to measure the rear detection stop time t2 and continues to detect the shift lever signal until the reverse signal is turned on. In other words, the control unit 11 also functions as a timing unit that measures the rear detection stop time t2 based on the speed signal and the shift lever signal. Such a function is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0067] On the other hand, if the current vehicle speed is not 0 km / h (No in step S43), the vehicle is moving in reverse, so the control unit 11 determines whether or not there is a reversing setting (step S45). The program related to the reversing setting can be stored in, for example, non-volatile memory 26A, and the control unit 11 can read the program from non-volatile memory 26A and execute it.

[0068] "Turnaround" refers to the operation of changing the position and direction so that the vehicle can pass through when it cannot pass through a narrow curve, a turning corner, or other such locations. The turnaround setting is a setting for determining whether the reverse signal is on and whether the time required for the turnaround, i.e., the turnaround setting time, has elapsed when the turnaround operation occurs.

[0069] If there is a turnaround setting (Yes in step S45), the control unit 11 determines whether the turnaround setting time has elapsed since the previous reverse travel, i.e., whether the turnaround has ended (step S46). If the turnaround setting time has elapsed (Yes in step S46), or if there is no turnaround setting (No in step S45), the control unit 11 executes a derivative process, which is an arbitrary process (step S47). The derivative process will be described using FIG. 7. On the other hand, if the turnaround setting time has not elapsed (No in step S46), since the vehicle is in the middle of a turnaround, the control unit 11 executes step S55, which will be described later.

[0070] After the end of the derivative process, the control unit 11 determines whether the post-detection stop time t2 has exceeded the post-detection set stop time T2 (step S50). The control unit 11 functions as a determination unit that determines whether the post-detection stop time t2, which is the elapsed time in the stopped state, has exceeded the post-detection set stop time T2, which is a predetermined threshold value. Such a functional unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like.

[0071] If the post-detection stop time t2 has not exceeded the post-detection set stop time T2 (t2 < T2) (Yes in step S50), the control unit 11 generates a NG event on the assumption that the crew's peripheral confirmation is insufficient (step S51). That is, here, since the post-detection stop time t2, which is the actual elapsed time in the stopped state, has not exceeded the post-detection set stop time T2, which is a preset threshold value, it is estimated that the post-detection stop time t2 is short and the crew's peripheral confirmation is insufficient.

[0072] After an NG event is generated, the control unit 11 activates an alarm (step S52). The control unit 11 functions as an alarm unit that issues an alarm if the post-detection stop time t2, which is the elapsed time in the stopped state, does not exceed a predetermined threshold, which is the post-detection set stop time T2. Such a function unit is realized, for example, by the control unit 11 executing a program stored in a non-volatile memory 26A or the like. The control unit 11 can activate an alarm sound to the speaker 20 via the audio I / F 19. The control unit 11 can also activate an alarm display on the display unit 27. The control unit 11 may activate both an alarm sound and an alarm display, or it may activate only one of them.

[0073] After the alarm is activated, the control unit 11 determines whether or not there is a setting to send information to the office PC 30 regarding the alarm activation (step S53). The program related to the setting to send information to the office PC 30 can be stored in, for example, non-volatile memory 26A, and the control unit 11 can read the program from the non-volatile memory 26A and execute it.

[0074] If there is a setting to send to the office PC 30 (Yes in step S53), the control unit 11 notifies the office PC 30 of an alarm event indicating that an alarm has been triggered (step S54). This notification can be performed via the base station 71, server 80, and network 70 shown in Figure 1, but it may also be performed via a separate network connecting the in-vehicle unit 10 and the office PC 30.

[0075] On the other hand, if the set time for reversing has not elapsed in step S46, i.e., if reversing is in progress (No in step S46), the control unit 11 generates an OK event (step S55). Also, if the stop time t2 at the time of rear detection exceeds the set stop time T2 for rear detection (t2≧T2) in step S50 (No in step S50), the control unit 11 generates an OK event (step S55). In other words, if the stop time t2 at the time of rear detection, which is the elapsed time of the actual stopped state, exceeds the set stop time T2 for rear detection, which is a preset threshold, it is estimated that the stop time t2 at the time of rear detection is long and that the crew has sufficiently checked the surroundings, and an OK event is generated.

[0076] After notification of an alarm event (step S54) or generation of an OK event (step S55), or if there is no setting to send to the office PC 30 (No in step S53), the control unit 11 determines again whether there is a reversal setting (step S56). If there is a reversal setting (Yes in step S56), the control unit 11 starts the reversal timer (step S57), begins timing the reversal setting time in step S46, and initializes the post-detection stop time t2 (step S58). Furthermore, the control unit 11 determines whether the vehicle is in a parking state or not (step S59). The control unit 11 can, for example, acquire location information based on the received signal from the GPS receiver 9 to determine whether the vehicle is in the garage and whether the vehicle is in a parking state or not.

[0077] If the vehicle is parked (Yes in step S59), the control unit 11 terminates the reverse warning generation operation based on rear detection. If the vehicle is not parked (No in step S59), the control unit 11 resumes processing from step S41.

[0078] As described above, in the reverse detection alarm generation operation, the control unit 11, which functions as a timing unit, measures the elapsed time t2 of the vehicle's rear detection stop time from the moment the reverse signal is input (steps S41 to S44). The control unit 11, which functions as a determination unit, also determines whether the rear detection stop time t2 exceeds the rear detection set stop time T2 (step S50). This means that the elapsed time t2 of the vehicle's rear detection stop time from the time the vehicle shifts into reverse driving mode is measured (steps S41 to S44). This allows for obtaining useful information in cases where the time required to check the surroundings after shifting gears is important.

[0079] In summary, regardless of whether the detection is forward or backward, the in-vehicle unit 10 uses the vehicle's speed signal and the shift lever's reverse signal to measure the vehicle's stopping time, i.e., the forward detection stopping time t1 or the rear detection stopping time t2, including the time when the reverse signal is input. In other words, the control unit 11, which functions as a timing unit, measures the forward detection stopping time t1, which is the elapsed time between the time the vehicle's driving state changes from driving to stopped and the time the reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal. The control unit 11, which functions as a timing unit, also measures the rear detection stopping time t2, which is the elapsed time between the time the reverse signal is input as the shift lever signal and the time the vehicle's driving state changes from stopped to driving, based on the speed signal and the shift lever signal. As a result, the in-vehicle unit 10 can determine whether the driver has taken sufficient time to check the surroundings for safety before starting to reverse, and can obtain useful information to reduce accidents during reverse driving. Therefore, for example, a vehicle management company can verify whether or not the crew members are diligently performing safety checks, and thus implement safety measures more effectively.

[0080] Furthermore, since the system can measure the stop time t1 for forward detection or t2 for rear detection simply by changing program settings, without requiring the installation of additional devices or parts on the vehicle, it reduces the work and costs associated with installing devices and parts. Also, because it does not necessarily require an in-vehicle camera, it is easier to gain the understanding of the crew from a privacy perspective.

[0081] Furthermore, if the stop time t1 for forward detection or the stop time t2 for rear detection does not exceed the set stop time T1 for forward detection or the set stop time T2 for rear detection, that is, if there is not enough time to check the surroundings, an alarm will be issued, thus helping to suppress accidents during reversing. In particular, it is difficult for large vehicles to check the surroundings when reversing, so the fact that the on-board unit 10 issues an alarm when there is not enough time to check the surroundings is effective in suppressing accidents.

[0082] The control unit 11, which functions as a timing unit, can selectively set either the forward detection stop time t1, from the time the vehicle stops until the reverse signal is input, or the rear detection set stop time T2, from the time the reverse signal is input until the vehicle starts moving, as the elapsed time. In other words, the on-board unit 10 can selectively set whether the vehicle's stop time is the elapsed time before shifting into reverse driving, or the elapsed time after shifting into reverse driving. This makes it possible, for example, for businesses using the vehicle to choose whether to check the stop time using forward detection or rear detection, according to their rules. Businesses will no longer need to change their rules to match the on-board unit, thus increasing convenience. The setting of whether to check the stop time using forward detection or rear detection can be done by the business itself via the setting application for the on-board unit 10, or it can be done on behalf of the service shop that sells and installs the on-board unit 10.

[0083] Next, with reference to Figure 7, the derived processes (step S19 in Figure 3 and step S47 in Figure 5) will be explained. The derived processes are processes that enhance the effectiveness of the reverse warning generation to improve safety or reduce the burden on the in-vehicle device to achieve smoother operation, depending on the settings of the individual vehicle, and are common processes for both front detection and rear detection. In this example, the derived processes include three: near-miss map linkage processing, in-vehicle camera linkage processing, and exterior camera linkage processing. Figure 7 is a flowchart for executing one of these three processes.

[0084] First, the control unit 11 determines whether the vehicle has a setting for linking to a near-miss map (step S70). If the setting exists (Yes in step S70), it executes the near-miss map linking process (step S71). The near-miss map linking process increases the pre-detection set stop time T1 or the post-detection set stop time T2 described above when the vehicle is located at a point that may trigger a sudden event such as a near-miss (e.g., an accident, a dangerous event that does not result in an accident, etc.). Details of the near-miss map linking process are explained in Figure 8.

[0085] If there is no setting for linking the near-miss map (No in step S70), the control unit 11 determines whether there is a setting for changing the time of the in-vehicle camera (camera 23B) (step S72). If there is a setting (Yes in step S72), it executes the in-vehicle camera linking process (step S73). The in-vehicle camera linking process is performed when an in-vehicle camera that photographs the crew is installed in the vehicle, and the crew's surrounding check operation cannot be confirmed by the in-vehicle camera, and the aforementioned forward detection setting stop time T1 or rear detection setting stop time T2 is increased. Details of the in-vehicle camera linking process are explained in Figure 9.

[0086] After the in-vehicle camera linkage process is executed, the control unit 11 determines whether the skip flag for the stop time monitoring system, which is a function of the in-vehicle camera linkage process, is on or off (step S74). If the skip flag for the stop time monitoring system is on (Yes in step S74), the crew's surroundings check operation is sufficiently confirmed and the result of the in-vehicle camera linkage process is determined to be without problems. Therefore, the control unit 11 executes the process from step S25 (in the case of forward detection) in Figure 4 or from step S55 (in the case of rear detection) in Figure 6.

[0087] On the other hand, if there is no time change setting for the in-vehicle camera (Yes in step S72), or if the skip flag for the stop time monitoring system is not on (No in step S74), the control unit 11 determines whether or not there is a time change setting for the exterior camera (camera 23A) (step S75). If there is a setting (Yes in step S75), the control unit 11 executes the exterior camera linkage process (step S76). The exterior camera linkage process is performed when an exterior camera that photographs the area around the vehicle is installed on the vehicle. The exterior camera linkage process is a process that either reduces the pre-detection set stop time T1 or the rear-detection set stop time T2 described above, or does not determine whether the pre-detection stop time t1 or the rear-detection stop time t2 exceeds the pre-detection set stop time T1 or the rear-detection set stop time T2. Details of the exterior camera linkage process are explained in Figure 10.

[0088] After the external camera linkage process is executed, the control unit 11 determines whether the skip flag for the stop time monitoring system, which is a function of the external camera linkage process, is on or off (step S77). If the skip flag for the stop time monitoring system is on (Yes in step S77), it means that the area around the vehicle has been sufficiently checked and the external camera linkage process has been determined to be without problems. Therefore, the control unit 11 executes the process from step S25 (for forward detection) in Figure 4 or from step S55 (for rear detection) in Figure 6. On the other hand, if the skip flag for the stop time monitoring system is not on (No in step S77), the control unit 11 terminates the derived process.

[0089] Next, with reference to Figure 8, the near-miss map linkage process (step S71 in Figure 7) will be explained. As described above, the near-miss map linkage process is a process that increases the pre-detection set stop time T1 or the post-detection set stop time T2 when the vehicle is located at a point that may trigger a sudden event such as a near-miss (for example, an accident, a dangerous event that does not result in an accident, etc.). The programs for the near-miss map linkage process and the stop time monitoring system are stored in, for example, a non-volatile memory 26A, and the control unit 11 can realize the near-miss map linkage process by executing these programs.

[0090] The control unit 11 determines whether the current location of the vehicle is a near-miss location (step S80). Near-miss locations are locations that can trigger unexpected events, and for example, near-miss locations can be stored in advance in a unique database owned by the operator or in map data of a car navigation system (not shown). The control unit 11 can determine whether the current location is a near-miss location by comparing it with the location information received by the GPS receiver 9.

[0091] If the current location is a near-miss location (Yes in step S80), the control unit 11 increases the pre-detection set stop time T1 or the post-detection set stop time T2 by the amount of the near-miss map linkage time α (T in step S81). 1or 2 =T 1 or 2 (+α).

[0092] As described above, according to the near-miss map linked processing, the control unit 11, which functions as a determination unit, increases the set stop time T1 for forward detection or the set stop time T2 for backward detection if the vehicle is located at a point where a sudden event may occur (steps S71, S81). This extends the time required for the driver to check the surroundings when the vehicle is backing up at that point, thereby improving safety.

[0093] Next, referring to FIG. 9, the in-vehicle camera interlock process (step S73 in FIG. 7) will be described. As described above, in the in-vehicle camera interlock process, an in-vehicle camera (camera 23B) for photographing a crew member is installed in the vehicle, and when the peripheral confirmation operation of the crew member cannot be confirmed by the in-vehicle camera, the above-described pre-detection setting stop time T1 or the post-detection setting stop time T2 is increased. The program for the in-vehicle camera interlock process is stored in, for example, the non-volatile memory 26A, and the control unit 11 can realize the in-vehicle camera interlock process by executing this program.

[0094] The control unit 11 determines whether there is an in-vehicle camera back time detection interlock setting (step S90). If there is a setting (Yes in step S90), the control unit 11 determines whether the in-vehicle camera can recognize the crew member (step S91). If it can be recognized (Yes in step S91), the control unit 11 determines whether the peripheral confirmation operation of the vehicle by the crew member has been confirmed (step S92). If the peripheral confirmation operation has been confirmed (Yes in step S92), the control unit 11 turns on the skip flag of the stop time monitoring system (step S93) and ends the in-vehicle camera interlock process.

[0095] On the other hand, if the peripheral confirmation operation cannot be confirmed (No in step S92), the control unit 11 determines whether the extension setting when the peripheral confirmation by the crew member is insufficient is valid in the stop time monitoring system (step S92). If it is valid (Yes in step S92), the control unit 11 increases the pre-detection setting stop time T1 or the post-detection setting stop time T2 by the amount of the in-vehicle camera interlock time β (T 1or 2 =T 1 or 2 +β) and ends the in-vehicle camera interlock process.

[0096] As described above, with the in-vehicle camera linked processing, an in-vehicle camera that films the crew is installed in the vehicle, and if the crew's surroundings check operation cannot be confirmed by the in-vehicle camera, the control unit 11 increases the set stop time T1 for front detection or the set stop time T2 for rear detection (steps S73, step S95). This increases safety by extending the time required for the crew to check their surroundings, in the expectation that the crew will check their surroundings.

[0097] Furthermore, if the in-vehicle camera confirms that the crew member is checking their surroundings, the control unit 11 does not determine whether the stop time t1 for forward detection or the stop time t2 for rear detection exceeds the set stop time T1 for forward detection or the set stop time T2 for rear detection (steps S74 and S93). This allows the process for monitoring the crew member's surroundings to be completed quickly, reducing the burden on the in-vehicle device 10 and enabling smoother operation.

[0098] Next, with reference to Figure 10, the external camera linkage process (step S76 in Figure 7) will be explained. As described above, the external camera linkage process is performed when an object moving around the vehicle is detected when an external camera (camera 23A) that photographs the area around the vehicle is installed on the vehicle. The external camera linkage process is a process that either reduces the pre-detection set stop time T1 or the rear-detection set stop time T2 described above, or does not determine whether the pre-detection stop time t1 or the rear-detection stop time t2 exceeds the pre-detection set stop time T1 or the rear-detection set stop time T2. The program for the external camera linkage process is stored, for example, in a non-volatile memory 26A, and the control unit 11 can realize the external camera linkage process by executing this program.

[0099] The control unit 11 determines whether or not there is a setting for the external camera to detect the reverse time, and if there is a setting, it determines whether or not moving objects around the vehicle are detected (step S100). If there is a setting and no moving objects are detected (Yes in step S100), the control unit 11 determines whether the reverse time detection linkage setting is set to shorten the time or to not monitor at all (step S101). If the reverse time detection linkage setting is set to shorten the time (shortened in step S101), the control unit 11 reduces the set stop time T1 for front detection or the set stop time T2 for rear detection by the amount of the external camera linkage time γ (T in step S102). 1or 2 =T 1 or 2 -γ), terminate the in-vehicle camera linkage process. The external camera linkage time γ may be the same as the in-vehicle camera linkage time β.

[0100] On the other hand, if the reverse time detection linkage setting is set to not monitor at all (no monitoring in step S101), the control unit 11 turns on the skip flag for the stop time monitoring system (step S103) and terminates the in-vehicle camera linkage process. Furthermore, if there is no reverse time detection linkage setting for the exterior camera, or if there is a setting but a moving object is detected around the vehicle (No in step S100), the control unit 11 terminates the exterior camera linkage process without performing any special processing.

[0101] As described above, according to the external camera linkage process, if an external camera that photographs the area around the vehicle is installed on the vehicle and does not detect any moving objects around the vehicle, the control unit 11 reduces the set stop time T1 for front detection or the set stop time T2 for rear detection (steps S76, S102, S77). Alternatively, according to this external camera linkage process, the control unit 11 does not determine whether the stop time t1 for front detection or the stop time t2 for rear detection exceeds the set stop time T1 for front detection or the set stop time T2 for rear detection (steps S76, S103, S77). As a result, the in-vehicle unit 10 can quickly complete the processing for monitoring the driver's surroundings check operation, reducing the burden on the in-vehicle unit 10 and achieving smoother operation.

[0102] As shown in Figure 11, the on-board unit 10 can record the timing of reverse driving in a timing chart. Furthermore, the on-board unit 10 can flag reverse driving that resulted in an alarm due to insufficient surrounding checks by the driver, indicating that surrounding checks were inadequate. The on-board unit 10 can transmit this timing chart to the office PC 30 via the server 80. Alternatively, the recording medium 65 may record the timing chart, and when the vehicle returns to the office, the timing chart may be read by the office PC 30.

[0103] As shown in Figure 12, the office PC 30 reads the timing chart and can calculate a back-up evaluation, which shows the ratio of back-up drives with a "surround check NG" flag to the total number of back-up drives (excluding U-turns). Based on this back-up evaluation, the operator can set safe driving evaluations. For example, the operator can use separate analysis software to calculate such a back-up evaluation, perform driver diagnostic evaluations, and confirm them in daily reports, etc. Furthermore, by reflecting this in the driving evaluation for each vehicle operation and setting monitoring times tailored to the operator, customers, etc., based on information about points where attention is needed during operation, such as near misses, it contributes to improving safety measures for stakeholders (for example, hazard prediction training). Also, as shown in the radar chart in Figure 12, the display unit 33 displays other safe driving evaluation items (such as maximum speed) in a list format, and it is possible to perform an overall driving evaluation for each operation on a scale of 100 points.

[0104] Thus, according to the operational management system 1 of this embodiment, the server 80 can receive information from the in-vehicle device 10 via the network, and operators can make useful use of the received information. Furthermore, according to the operational management system 1, the operator's PC can receive information from the in-vehicle device 10, and operators can make useful use of the received information.

[0105] Furthermore, the present invention is not limited to the embodiments described above, and can be modified, improved, etc., as appropriate. In addition, the material, shape, dimensions, numerical values, form, number, placement, etc. of each component in the embodiments described above are arbitrary and not limited as long as they can achieve the present invention. For example, in the above embodiment, the in-vehicle device 10 was the main unit of a series of processes, but the office PC 30 or server 80 may perform part or all of the processing by acquiring the necessary data, for example, by sending and receiving. Also, in the above embodiment, an example was shown where the time when the reverse signal is input is the start or end of the stop time, but the reverse signal may be input in the middle of the stop time (at a time other than the start or end time).

[0106] Herein, the features of the in-vehicle device and the operation management system according to the embodiments of the present invention described above are briefly summarized and listed below in [1] to

[10] .

[0107] [1] A speed input unit (control unit 11, step S11, step S16, step S43) that receives a speed signal representing the speed of the vehicle, A shift signal input unit (control unit 11, step S13, step S41) that receives the shift lever signal input of the vehicle, A timing unit (control unit 11, step S12, step S14, step S42, step S44) that measures the vehicle's stopping time, including the time when the reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit (control unit 11, step S20, step S50) determines whether the aforementioned stop time exceeds a predetermined threshold (pre-detection set stop time T1, post-detection set stop time T2), The system includes an alarm unit (control unit 11, step S22, step S52) that issues an alarm if the stop time does not exceed the predetermined threshold. Onboard equipment (10).

[0108] According to the in-vehicle device configured as described in [1] above, the vehicle's speed signal and the shift lever's reverse signal are used to measure the stopping time before reversing begins. This allows the driver to determine whether they have taken sufficient time to check their surroundings for safety before starting to reverse, providing useful information to help prevent accidents during reversing. For example, a vehicle management company can confirm whether the driver is diligently performing safety checks, enabling them to implement safety measures more effectively.

[0109] Furthermore, since the stopping time can be measured simply by changing the program settings without installing any additional devices or parts on the vehicle, the work and costs associated with installing devices and parts can be reduced. In other words, this in-vehicle device allows for the determination of whether or not the driver is checking the surroundings when the vehicle is backing up, with a simple configuration. In addition, since an in-vehicle camera is not necessarily required, it is easier to gain the driver's understanding from a privacy perspective, and a system that can monitor the safety checks being performed when backing up can be easily introduced.

[0110] Furthermore, since the system issues a warning if the stopping time does not exceed a predetermined threshold, that is, if there is insufficient time to check the surroundings, it can help reduce accidents during reversing. This is particularly effective in reducing accidents with large vehicles, as checking the surroundings while reversing is difficult. Moreover, if a warning were issued at all times while reversing, for example, the effect of alerting the driver might be reduced. However, with the above-mentioned in-vehicle device, the warning is issued in accordance with the actual situation during reversing, thus enhancing the effect of alerting the driver.

[0111] [2] The timing unit measures the elapsed time from the time the vehicle's driving state changes from driving to stopped until the time the reverse signal is input, as the stop time (pre-detection stop time t1) (steps S12 to S16), The determination unit determines whether the elapsed time exceeds the predetermined threshold (pre-detection set stop time T1) (step S20). The in-vehicle device described in [1] above.

[0112] According to the in-vehicle device with the configuration described in [2] above, so-called pre-detection is performed, which measures the elapsed time of the vehicle from when it stops until it shifts into reverse mode, as the stopping time. This provides useful information in cases where the time to check the surroundings before shifting gears is important.

[0113] [3] The timing unit measures the elapsed time from the time the reverse signal is input until the time the vehicle's driving state changes from stopped to running, as the stop time (rear detection stop time t2) (steps S41 to S44), The determination unit determines whether the elapsed time exceeds the predetermined threshold (post-detection set stop time T2) (step S50). The in-vehicle device described in [1] above.

[0114] According to the in-vehicle device with the configuration described in [3] above, so-called rear detection is performed, which measures the elapsed time of the vehicle from the time the vehicle shifts into reverse until it starts moving as a stopping time. This allows for obtaining useful information in cases where the time spent checking the surroundings after shifting gears is important.

[0115] [4] The timing unit selectively measures either the elapsed time from the time the vehicle's driving state changes from driving to stopped until the time the reverse signal is input (forward detection stop time t1), or the elapsed time from the time the reverse signal is input until the time the vehicle's driving state changes from stopped to driving (rear detection stop time t2), as the stop time. The determination unit determines whether the stop time exceeds the predetermined threshold, The in-vehicle device described in [1] above.

[0116] With the in-vehicle device configured as described in [4] above, it is possible to select whether the vehicle's stopping time to be used for determination is the elapsed time before shifting into reverse driving mode, or the elapsed time after shifting into reverse driving mode. This makes it possible, for example, for businesses using the vehicles to choose whether to perform stop time detection before or after the vehicle is driven, in accordance with their own rules. Businesses will no longer need to change their own rules to match the in-vehicle device, thus increasing convenience.

[0117] [5] The determination unit increases the predetermined threshold if the vehicle is located at a location that may trigger a sudden event (step S71, step S81). The in-vehicle device described in [1] above.

[0118] According to the in-vehicle device configured as described in [5] above, if the vehicle is located at a point where a sudden event such as a near miss (e.g., an accident, a dangerous event that does not result in an accident, etc.) may occur, a predetermined threshold is increased. This increases the time required for the driver to check the surroundings when the vehicle is backing up at that point, thereby improving safety.

[0119] [6] When an in-vehicle camera for photographing the crew is installed in the vehicle, If the in-vehicle camera cannot confirm the crew member's surroundings check operation, the determination unit increases the predetermined threshold (steps S73, S95). The in-vehicle device described in [1] above.

[0120] According to the in-vehicle device configuration described in [6] above, if an in-vehicle camera is installed in the vehicle, and the in-vehicle camera cannot confirm the driver's surroundings, a predetermined threshold is increased. This increases safety by extending the time required for the driver to check their surroundings, based on the expectation that the driver will check their surroundings.

[0121] [7] If the in-vehicle camera confirms that the crew member is checking their surroundings, the determination unit does not determine whether the stopping time exceeds the predetermined threshold (steps S74, S93). The in-vehicle device described in [6] above.

[0122] According to the in-vehicle device configuration described in [7] above, if an in-vehicle camera is installed in the vehicle, and the in-vehicle camera confirms that the driver is checking their surroundings, the system does not determine whether the stopping time exceeds a predetermined threshold. This allows the system to quickly complete the process for monitoring the driver's surroundings, reduce the burden on the in-vehicle device, and achieve smoother operation.

[0123] [8] When an external camera for photographing the area around the vehicle is installed on the vehicle, The determination unit reduces the predetermined threshold, or the determination unit does not determine whether the stop time exceeds the predetermined threshold (steps S76, S102, S103, S77). The in-vehicle device described in [1] above.

[0124] According to the in-vehicle device configuration described in [8] above, when an external camera is installed on the vehicle, a predetermined threshold is reduced, or it is not determined whether the stopping time exceeds a predetermined threshold. This allows, for example, when no moving objects are detected around the vehicle, the process for monitoring the driver's surroundings checks to be completed quickly, reducing the burden on the in-vehicle device and achieving smoother operation.

[0125] [9] An in-vehicle device as described in any one of [1] to [8] above, A server (80) that manages the in-vehicle device via the network, A traffic management system including (1).

[0126] According to the operation management system with the configuration described in [9] above, the server can receive information from the in-vehicle device via the network, and operators can make useful use of the received information.

[0127]

[10] An in-vehicle device as described in any one of [1] to [8] above, The computer device (office PC 30) that manages the in-vehicle device, A traffic management system including (1)

[0128] According to the operation management system with the configuration described in

[10] above, the computer device can receive information from the in-vehicle device, and operators can make useful use of the received information. [Explanation of Symbols]

[0129] 1. Operation Management System 9 GPS receiver 10. On-board devices (vehicle warning systems) 11, 31, 81 Control Unit (CPU) 15 Beacon receiver 23A, 23B In-car cameras 24, 32, 82 Communications Department 26A Non-volatile memory 26B Volatile Memory 27, 33 Display section 28 G sensor 30 Office PC 34, 83 Storage section 36 Control section 65 Recording media 70 Networks 71 Base station 80 servers 85 Database (DB)

Claims

1. A speed input unit that receives a speed signal representing the vehicle's speed, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, The timing unit measures the elapsed time from the moment the vehicle's driving state changes from driving to stopped until the moment the reverse signal is input, and defines this as the stop time. The determination unit determines whether the stop time exceeds the predetermined threshold, Onboard equipment.

2. A speed input unit that receives a speed signal representing the speed of a vehicle, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, The determination unit increases the predetermined threshold if the vehicle is located at a point where a sudden event is likely to occur. Onboard equipment.

3. A speed input unit that receives a speed signal representing the speed of a vehicle, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, In the case where an in-vehicle camera for photographing the crew is installed in the vehicle, If the in-vehicle camera cannot confirm the crew member's surroundings check operation, the determination unit increases the predetermined threshold. Onboard equipment.

4. If the in-vehicle camera confirms that the crew member is checking their surroundings, the determination unit does not determine whether the stopping time exceeds the predetermined threshold. The in-vehicle device according to claim 3.

5. A speed input unit that receives a speed signal representing the speed of a vehicle, A shift signal input unit that receives a shift lever signal from the aforementioned vehicle, A timing unit that measures the vehicle's stopping time, including the time when a reverse signal is input as the shift lever signal, based on the speed signal and the shift lever signal, A determination unit for determining whether the aforementioned stop time exceeds a predetermined threshold, The system includes an alarm unit that issues an alarm if the aforementioned stop time does not exceed the predetermined threshold, If an external camera for photographing the area around the vehicle is installed on the vehicle, The determination unit reduces the predetermined threshold, or the determination unit does not determine whether the stop time exceeds the predetermined threshold. Onboard equipment.

6. An in-vehicle device according to any one of claims 1 to 5, A server that manages the in-vehicle device via the network, A fleet management system including this.

7. An in-vehicle device according to any one of claims 1 to 5, A computer device that manages the aforementioned in-vehicle device, A fleet management system including this.

Images