JP2012174185A - Driving monitoring system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving monitoring system corresponding to travel of a vehicle with varying travel patterns.SOLUTION: The driving monitoring system comprises: a vehicle position detecting section 10 for detecting a position and time where a vehicle is traveling; an estimating section 20 for storing the detected travel position and time as a travel history and estimating the travel pattern of the vehicle from the travel history; a determining section 30 for recognizing a travel state of the vehicle based on information on the travel position and time, and comparing the recognized travel state with the travel pattern estimated by the estimating section to determine a difference between the travel state and the travel pattern; and a communicating section 40 for transmitting the determined result to a predetermined communication terminal.

Description

  The present invention relates to an operation monitoring system that acquires position and time information of an automobile and monitors its running state.

  In recent years, there has been an increase in the need to watch whether family members and relatives in remote areas behave safely every day, and as an answer to that need, for example, abnormalities occur in children who go to school using public transportation. There is a monitoring system that acquires, for example, whether or not an error has occurred using the GPS function of a mobile phone. (For example, refer to Patent Document 1.)

  In this monitoring system, the movement route is set in the monitoring system in advance, and the child has a portable terminal. And in addition to the departure from the predetermined movement route, the movement direction and movement speed are also monitored, enabling detection of abnormal conditions such as getting on the wrong train or being taken away by a suspicious person by car. Yes.

JP 2008-252798 A

  On the other hand, in an aging society in recent years, it has become important to watch the lives of elderly people. For example, it is possible to grasp the home status based on information from sensors installed in the homes of elderly people living alone, There are services such as notifying family members who are away from the ground by e-mail, etc., or guardmen urgently depending on the situation.

  In the life of the elderly, there are cases where there are dangers not only in the home but also in the outdoors, and accidents caused by driving by elderly drivers whose physical ability and judgment ability have deteriorated have become a social problem.

  In particular, elderly people living alone in rural areas where transportation is not convenient may be forced to continue driving for hospital visits or shopping, while worrying about their driving skills, making it difficult to solve problems.

  As an action in the daily life of elderly drivers, for example, regular travel to work places, multiple supermarkets, restaurants, hospitals, friends / acquaintances' homes, etc. can be considered, and driving compared to ordinary drivers Although the range is limited, there are many variations in running patterns compared to children attending school.

  However, as described above, the monitoring system of Patent Document 1 is intended for watching a child who travels using public transportation or the like, and has a limited movement pattern such as whether a specific school route is taken in the school time zone. Specializes in monitoring deviations from.

  For this reason, only the method of monitoring the deviation from the route (location, time) set in advance fixedly as in Patent Document 1 described above can monitor the daily behavior of the elderly driver and the deviation from the running range. There was a problem that was not enough.

  The present invention has been made in order to solve the above-described problems, and it is an object of the present invention to provide an operation monitoring system that can cope with traveling in an automobile.

  The driving monitoring system according to the present invention compares the driving state of a car with a driving pattern estimated (automatically) from the driving history of the car, and notifies the comparison result to a predetermined communication terminal at a remote location, for example. It is characterized by doing.

  Specifically, it is a driving monitoring system mounted on an automobile, and includes a vehicle position detection unit that detects the traveling position and traveling time of the automobile, and information on the traveling position and traveling time detected by the vehicle position detecting unit. As an estimation unit for estimating the driving pattern of the car based on the driving history information, and the driving state of the car based on the driving position and driving time information acquired by the vehicle position detecting unit. A determination unit that determines whether the recognized driving state of the vehicle is a driving state deviated (matched) from the driving pattern estimated by the estimation unit, and a communication unit that transmits a determination result of the determination unit to a predetermined communication terminal It is equipped with.

  According to the present invention, since the travel pattern estimated from the travel state of the vehicle and the travel pattern of the vehicle (automatically) is used for comparison, the result is notified to the communication terminal. Less time is required to set or register the conditions in advance.

  In addition, since the travel pattern is automatically estimated, it is possible to flexibly cope with a change in the travel pattern, and the labor for correcting the monitoring condition can be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram which shows the driving | operation monitoring system concerning Embodiment 1 of this invention. It is a figure which shows the operation | movement flow in the estimation part of the driving | operation monitoring system concerning Embodiment 1 of this invention. It is a figure which shows the information of the driving history concerning Embodiment 1 of this invention. It is a figure which shows the information of the estimation result of the home and destination concerning Embodiment 1 of this invention. It is a figure which shows the information of the driving | running route between the home and the destination concerning Embodiment 1 of this invention. It is a schematic diagram which shows the driving | operation monitoring system concerning Embodiment 2 of this invention. It is a schematic diagram which shows the driving | operation monitoring system concerning Embodiment 3 of this invention. It is a schematic diagram which shows the driving | operation monitoring system concerning Embodiment 4 of this invention. It is a figure which shows the information of the notification and response concerning Embodiment 4 of this invention.

  Embodiments of an operation monitoring system according to the present invention will be described below in detail with reference to the drawings.

  In the following description and drawings in each embodiment, the same or similar components are denoted by the same or similar reference numerals. In addition, a part of the description of the detailed configuration and the prior art unnecessary for the description of the gist of the present invention is omitted.

Embodiment 1 FIG.
First, the configuration of the operation monitoring system in the present embodiment will be described.

FIG. 1 is a schematic diagram showing an operation monitoring system according to the present embodiment.
In the figure, 1 is an automobile (monitored vehicle), 2 is a communication terminal, 3 is a communication network, 10 is a vehicle position detection unit, 20 is an estimation unit, 30 is a determination unit, and 40 is a communication unit. Moreover, the arrows in the figure indicate the flow of information and various signals.

  The vehicle position detection unit 10, the estimation unit 20, the determination unit 30, and the communication unit 40 are mounted on the automobile 1.

  The vehicle position detection unit 10 acquires the latest or current position of the automobile 1 and time information at the position. Each information is acquired from the outside of the vehicle position detection unit 10, for example, from a GPS (GLOBAL Positioning System) device, a clock, or the like. Further, the vehicle position detection unit 10 outputs the acquired information to the estimation unit 20.

  Various assumptions can be made such as (1) acquisition of information at all times regardless of the driving state (running, stopping, etc.) of the vehicle, and (2) starting and stopping acquisition based on instructions from the estimation unit. In the present embodiment, description will be made assuming a case of constant acquisition.

  In addition, the vehicle position detection unit 10 itself may measure the position and time of the automobile 1 by having the above-described GPS function in the vehicle position detection unit 10.

  The estimation unit 20 inputs the latest (or current) position of the automobile 1 acquired by the vehicle position detection unit 10 and information on the time at the position, and sequentially stores information as a travel history of the automobile 1 in the estimation unit 20. Store in a storage means (not shown).

  In addition, the estimation unit 20 extracts characteristics of the travel history of the automobile 1 based on the travel history, automatically estimates the travel pattern (type) of the automobile 1, and does not illustrate the estimated travel pattern. Store in the storage means. Various patterns to be estimated can be set according to the monitoring purpose, and the number of patterns to be estimated or stored may be one or plural.

  In the present embodiment, the estimation unit 20 estimates a travel pattern related to the position and time. An example of the travel history will be described later with reference to FIG. 3, and an example of the travel pattern will be described later with reference to FIGS. 4 and 5.

  In addition, the estimation unit 20 outputs the input latest position information or current position information, time information at the position, and estimated travel pattern information to the determination unit 30.

  The determination unit 30 recognizes the latest or current driving state of the vehicle based on the information on the position and time of the vehicle input from the estimation unit 20, and the latest or current driving state is estimated from the past driving history. In contrast to the traveling pattern, it is determined whether or not the traveling state deviates (matches) with the traveling pattern.

  Further, the determination unit 30 determines whether to notify the communication terminal 2 based on the result of the determination, and outputs information on the determination result and information on necessity of notification operation to the communication unit 40.

  In the following description, an example will be described in which it is determined whether or not the traveling state deviates from the traveling pattern, and the communication terminal 2 is notified when deviating.

  The communication unit 40 transmits a determination result as a notification message toward the communication terminal 2 via the communication network 2 based on the necessity information input from the determination unit 30.

  As the communication terminal 2, for example, a mobile phone, a personal computer, a PDA or the like having a communication function can be used. Communication from the communication unit 40 to the communication terminal 2 can also be performed via a server on the network.

  Next, the operation of the operation monitoring system of the present embodiment will be described.

  First, the vehicle position detection unit 10 detects the latest or current position and time of the automobile 1 based on information from, for example, a GPS or a clock, and outputs information on the detection result to the estimation unit 20. Detection and output, for example, (1) performed at fixed time intervals, (2) performed at variable time intervals, (3) performed at a combination of fixed time intervals and variable time intervals, and (4) other components in the monitoring system (5) Set with different settings according to the driving state of the vehicle (running, stopping, etc.), (6) Set with different settings before and after estimation of the driving pattern, (7) Detection and output Various timing settings can be applied independently of the estimation operation in the estimation unit 20 and the communication operation in the communication unit 40 or in accordance with the operation, such as (8), which is performed with different timing settings.

  Next, the estimation unit 20 performs an operation of estimating the travel pattern of the automobile 1 based on the travel history and stores the estimated travel pattern.

  FIG. 2 is a diagram illustrating an operation flow in the estimation unit 20 of the operation monitoring system according to the present embodiment.

  First, the estimation unit 20 stores the latest or current position and time information input from the vehicle position detection unit 10 in the storage unit as an addition of the travel history, and the travel history information stored by the previous travel. Update. (STEP21)

FIG. 3 is a diagram showing travel history information according to the present embodiment.
In the figure, three items are defined as travel history information: travel position (latitude, longitude), stop start date and time, and stop end date and time. It can also be seen that the stop start date and time and the stop end date and time are stored with an accuracy of 1 minute. In the present invention, the term “running” includes a stop state.

  The stop start date and time and the stop end date and time are obtained, for example, by calculating the time without change of the position of the automobile 1 in units of time determined by the accuracy required for the estimation operation and the monitoring operation.

  As the travel history information, various specification methods such as a combination of position and time, or a combination of part or all of the travel position (latitude, longitude), stop start date and time, stop end date and time are possible. It is.

  Moreover, although it shows in table form in the figure, it is not particularly limited.

Next, the estimation unit 20 estimates “home”, which is the living base of the driver of the automobile 1, and “destination”, which is the destination of the automobile 1, as travel patterns from the travel history information. (STEP22)
Furthermore, when a new home or destination is estimated, the stop time and stop period at the estimated destination are estimated, and the table shown in FIG. 4 is created or updated and stored as a new travel pattern. (STEP23)
On the other hand, if the home or destination is not estimated, the table is not created or updated and left as it is.

FIG. 4 is a diagram illustrating estimation results of the home and the destination according to the present embodiment.
In the figure, the home and destination 1 which is the first destination are shown as travel patterns. Moreover, as information regarding the home and the destination 1, position information (latitude, longitude), estimated stop time, and estimated stop period are shown.

  In the example shown in FIG. 4, it can be seen that latitude = x1 and longitude = y1 are estimated as “home”.

  As a home estimation method, for example, when the monitoring system is first started up, or until the travel history information is accumulated to an amount necessary for the estimation operation, for example, the vehicle position detection unit 10 is used at the time of starting the monitoring system. Various methods such as (1) the first detected position, (2) the position of the travel start point, and (3) the position where the vehicle first stopped for a predetermined time or more are applicable.

  Further, when the travel history has been accumulated, for example, when the position, stop start date / time, and stop end date / time shown in FIG. 3 are accumulated as the travel history, (1) the longest stop across the day in the travel history (2) Find the position that stops most frequently for a long time, and use that position as the home. (3) At the start and end of travel in a series of travels Various estimation methods such as a position when the positions overlap can be applied.

  On the other hand, since the destination can be considered as a place where the driver goes on a daily basis, the estimation method of the destination is, for example, (1) a position to go to the same place regularly and stop for a predetermined time, Various estimation methods are possible, such as a position where a reciprocating travel route can be estimated from a home or another destination already estimated as a pattern, and the vehicle stops for a predetermined time.

  In the example shown in FIG. 4, since the vehicle stops at a frequency of latitude = x2 and longitude = y2 once a week, it can be determined that the vehicle is one of the destinations, and the estimation unit 20 uses the point as the destination. It turns out that it estimated as the ground 1.

  In FIG. 4, the stop time and stop cycle are not recorded at home, but the stop time and stop cycle are recorded at the destination. Thereby, the amount of information to be stored can be reduced.

  Next, the estimation unit 20 estimates the travel route and the time required for travel between the home and the destination or between the destinations. When a new travel route is estimated, the travel route and the required time are calculated. Update the table as a new running pattern or create a separate table. On the other hand, if it is not newly estimated, the table is left as it is. (STEP 24)

  As the travel pattern, for example, a travel route and a required time that are distinguished between a home and a destination or between different destinations are estimated.

  For example, when viewing the history of November 2 in the travel history shown in FIG. 3, the home (latitude = x1, longitude = y1) departs at 10:00, and a midpoint or another destination (latitude = x3, It can be seen that the vehicle arrives at the destination 1 (latitude = x2, longitude = y2) at 10:30 via 10:10 at longitude = y3). The travel time is estimated to be 10 minutes from the time difference of travel from the home to a point on the way or to another destination (latitude = x3, longitude = y3). Further, the travel time is estimated to be 30 minutes from the time difference of travel from the destination 1 (latitude = x2, longitude = y2) to the home.

The travel route from the home to the destination and the required time are estimated as described above, and a table as shown in FIG. 5 is created or updated as a travel pattern.
FIG. 5 is a diagram illustrating information on a travel route between the home and the destination according to the first embodiment.

In FIG. 5, while traveling from home (latitude = x1, longitude = y1) to destination 1 (latitude = x2, longitude = y2), a point on the way or another destination (latitude = x3, longitude = y3) ) Is shown, and the travel time from home to each point is shown.
Note that each travel time may be estimated separately so that the travel history is viewed in reverse order.

Next, the estimation unit 20 outputs an estimation result to the determination unit 30. (STEP 25)
After outputting to the determination part 30, it transfers to driving | running | working history update operation (STEP21), and repeats the said process.

  In addition, as forms of travel patterns other than the tables shown in FIGS. 4 and 5, (1) a travel pattern combining the elements of FIGS. 4 and 5, (2) home, destination, stop time, stop cycle, travel Various forms such as a route, a time required for traveling, a traveling pattern related to position, time, time, or a combination thereof, a traveling pattern combining (3), (1), and (2) are applicable. A plurality of tables may be created in accordance with the type of travel pattern to be estimated.

  The types of travel patterns from the viewpoint of travel routes include (1) a route when traveling directly from a home to a certain destination, and (2) a route when passing through a destination on the way to a certain destination. (3) A route that travels to a certain destination, travels another route, and returns to the home, (4) A traveling pattern that is divided between the home and the destination, etc. Further, multiple types of patterns are estimated. You may make it do.

  The types of travel patterns from a time point of view include, for example, (1) average value such as stop time, (2) mode value, (3) variance value, (4) period, and (5) travel route (6) Date and time, (7) A combination of (1) to (7) above, and a plurality of types of patterns may be estimated.

In the method of estimating the running pattern, for example, various methods such as various statistical calculations such as averaging, parameter fitting, various estimation methods in a so-called learning model, and the like can be applied.

  Each processing operation may be performed as shown in the figure or in parallel.

  As described above, the estimation unit 20 repeats the series of operations of updating the travel history, estimating the travel pattern, and creating or updating the table representing the travel pattern shown in FIG. Information is accumulated.

Returning to the description of FIG.
The determination unit 30 inputs information including at least the latest or current position and time information from the estimation unit 20 and recognizes the latest or current traveling state of the automobile 1.

  The traveling state of the automobile 1 can be divided into, for example, (1) a traveling state, (2) a stopped state, (3) other states, and the like.

  In addition, by combining with travel pattern information, (1) a state of traveling from the home to the destination, (2) a state of traveling from the destination to the home, (3) from the destination to another destination It may be further divided into a traveling state, and the like. Similarly, the state of stopping is further divided into (1) stopping at home, (2) stopping at the destination, (3) stopping at a new point, etc. May be.

  In addition, the determination unit 30 inputs an estimation result (in this case, information in the tables shown in FIGS. 4 and 5) from the estimation unit 20, and a traveling state in which the current or current traveling state of the automobile 1 is different from the traveling pattern. It is determined whether or not.

  For example, let us consider a case where it is found that the destination 1 that has been estimated to stop for about 1 hour as a running pattern has stopped much longer than 1 hour.

  In this case, the determination unit 30 determines that the latest or current traveling state is in a traveling state deviating from the traveling pattern, and outputs a determination result and a notification instruction to the communication terminal 2 to the communication unit 40. .

  Further, for example, when it is estimated that the latest or current driving state is “a state where the user has departed from the home and is traveling to the destination 1”, the estimated required time has elapsed since the departure from the home. When the vehicle has not reached the halfway point or the destination that should have arrived, it is determined that the vehicle is in a traveling state that deviates from the traveling pattern, and the determination result and a notification instruction to the communication terminal 2 are sent to the communication unit 40. Output.

  In the travel pattern shown in FIG. 5, it is necessary to arrive at a point (latitude = x3, longitude = y3) on the route about 10 minutes after leaving home (latitude = x1, longitude = y1). If it has not reached even if the time has been greatly exceeded, it is determined that the driving state has deviated.

  On the other hand, as a reference for determining the deviation from the travel pattern, the deviation of the travel route can be monitored in addition to the stop time and the passage time.

  For example, when a travel at a different position is recognized without passing the travel route as shown in FIG. 5, it is determined that the travel state deviates from the travel pattern.

  The criteria for determining whether or not there are divergence are (1) divergence in part of the travel route, (2) divergence of all routes, (3) divergence in the route to the destination, (4) latest (4) Judgment based on a single criterion, (5) Judgment for each of a plurality of criteria, (6) For a combination of a plurality of criteria Various determination criteria such as determination, (7) determination for each case of a single criterion and a combination of criteria, (8) a combination of (1) to (7) above can be applied.

  For example, in the case of (1), a case where the traveling pattern is followed up to an intermediate point but the position in the subsequent traveling deviates from the traveling pattern can be considered.

  Next, the communication unit 40 inputs the determination result and the notification operation instruction from the determination unit 30, and if notification is necessary, the communication unit 40 responds to the information representing the input determination result according to the method of communication with the communication network 3. Processing such as modulation is performed, and a determination result is notified to a predetermined communication terminal 2 via the communication network 3.

  In the estimation of the travel pattern in the estimation unit 20, the communication terminal 2 may not be notified even when it is determined that the travel state deviates from the travel pattern until the travel pattern can be estimated. .

  As described above, in the driving monitoring system shown in the first embodiment, since the driving pattern is estimated from the driving history of the car, the driving monitoring of the car that is highly likely to travel on a non-fixed route. It can correspond to.

  In addition, a travel pattern is automatically estimated from the travel history of the vehicle, it is determined whether the latest or current travel state of the vehicle deviates from the estimated travel pattern, and the determination result is notified to a predetermined communication terminal. Therefore, it is possible to reduce the time and effort required for initial setting / initial registration of notification conditions of the operation monitoring system.

  In addition, since the driving pattern is automatically estimated, even when a change occurs in the driving pattern, such as a new destination, the watcher who is the owner of the communication terminal needs less time to maintain the notification condition. .

  In addition, since all the components necessary for detection, estimation, and notification are provided in the automobile, the exchange of information on the communication network 3 can be reduced.

  In the present embodiment, the latest or current position and time information detected by the vehicle detection unit 10 is input to the determination unit 30 via the estimation unit 20, but the determination unit 30 directly from the vehicle detection unit 10. You may make it input into.

  Further, in the present embodiment, the necessity of notification is output from the determination unit 30 to the communication unit to be notified, but the necessity of notification is automatically determined from the determination result by the communication unit and notified. Various equivalent operations are possible, such as to do so.

  In each of the embodiments, the table shown in FIG. 4 expresses the estimated period for the destination in one column. For example, (1) every day of the week, (2) weekdays and holidays, etc. The traveling pattern may be estimated separately. Thereby, the estimation accuracy of the running pattern is improved.

Embodiment 2. FIG.
The second embodiment of the present invention will be described below.

  Note that components having the same or similar functions as those in the first embodiment are given the same reference numerals, and differences from the first embodiment will be mainly described.

FIG. 6 is a schematic diagram showing an operation monitoring system according to the present embodiment.
The main difference from FIG. 1 of Embodiment 1 is that a map information analysis unit 50 is added.

  The map information analysis unit 50 stores map information including information on facilities such as commercial facilities, public facilities, hospitals, and parking lots. The map information may be input from the outside and stored, or may be stored in advance.

  Further, the map information analysis unit 50 inputs the latest or current position information of the automobile 1 acquired by the vehicle position detection unit 10, compares the information with the map information, and outputs a comparison result to the determination unit 30.

  The map information analysis unit 50 also outputs the determination result to the estimation unit 20.

Next, the operation of the operation monitoring system in the present embodiment will be described.
The map information analysis unit 40 compares map information including facility information such as commercial facilities with the position information input from the vehicle position detection unit 10.

  The determination unit 30 determines whether there is a facility at the latest or current position of the automobile 1 by inputting a comparison result from the map information analysis unit 40.

  For example, it is determined that the position indicated by the latitude and longitude coordinates in FIGS. 3, 4, and 5 described in the first embodiment is the position of a facility such as a supermarket, convenience store, restaurant, or hospital.

  On the other hand, the estimation unit 20 estimates a travel pattern using the determination result input from the map information analysis unit 40. The estimation operation in the estimation unit 20 may be the estimation operation in the first embodiment, and it is not essential in the present embodiment to use the determination result from the map information analysis unit 50.

  The determination unit 30 recognizes that the car 1 is in a stationary state for a long time at a position different from the running pattern when judging about the deviation between the running state of the car 1 and the running pattern, but matches with some commercial facility such as a restaurant. If the determination result is input, the driver is considered to have stopped at the facility, and is not determined to be deviated from the traveling pattern.

  On the other hand, if a determination result that matches the facility information is not input from the map information analysis unit 40, it is determined that the map is different from the traveling pattern.

  When a determination result that matches the facility information is input, the determination unit 30 may notify the estimation unit, and the estimation unit 20 may use it to estimate a new destination.

  As described above, in the driving monitoring system of the present embodiment, by utilizing the map information, it can be determined whether or not the vehicle is stopped at a certain facility, so the difference between the driving state of the vehicle and the driving pattern Misjudgment and unnecessary notifications can be reduced.

  In this embodiment, the determination result is output from the map information analysis unit 50 to the estimation unit 20 in FIG. 6, but the map information itself may be output.

  Moreover, when estimating the traveling pattern in the estimation unit 20, map information (for example, commercial facility name) may be used instead of the position coordinates (X, Y).

  Further, when the determination unit 30 determines whether the deviation from the travel pattern is within a predetermined range, the determination criterion may be switched according to the type by identifying the type of the destination. This is because, for example, the stay time of a supermarket or a restaurant is considered to vary greatly.

  Moreover, the said dispersion | variation may be notified to the estimation part 20, and you may use for a running pattern, and, thereby, estimation accuracy improves.

  In addition, the determination of the deviation from the driving pattern is performed based on the same standard regardless of the presence or absence of the facility information. When the facility information is obtained, the facility information is notified when the communication terminal 2 is notified. It may be.

  Thus, the user of the communication terminal 2 (or a remote watcher) can easily determine whether or not the driving state of the automobile 1 has occurred in the category of daily activities of the driver.

Embodiment 3 FIG.
The third embodiment of the present invention will be described below.

  Note that components having the same or similar functions as those in the first embodiment are given the same reference numerals, and differences from the first embodiment will be mainly described.

FIG. 7 is a schematic diagram showing an operation monitoring system according to the present embodiment.
The main difference from FIG. 1 of Embodiment 1 is that a traffic information analysis unit 60 is added.

  The traffic information analysis unit 60 acquires traffic information such as traffic jam information and construction information from the outside of the traffic information analysis unit 60. As an acquisition method, various methods such as (1) receiving VICS (Vehicle Information and Communication) etc. provided by beacons, FM multiplexing, etc., (2) receiving private service information, etc. are applied. Is possible.

  In addition, the traffic information analysis unit 60 inputs the latest or current position and time information of the automobile 1 from the vehicle position detection unit 10 and determines whether the traffic jam or the construction matches the position and time of the automobile 1. The determination result is output to the determination unit 30.

  When the determination unit 30 inputs a determination result “matches with traffic information” from the traffic information analysis unit 60, even if the driving state of the automobile 1 deviates from the driving pattern, Suppose that it has not occurred.

  The traffic information analysis unit 60 also outputs the determination result to the estimation unit 20.

  The estimation unit 20 estimates a travel pattern using the determination result from the traffic information analysis unit 6.

  Note that the input of the determination result from the traffic information analysis unit 6 and the estimation of the running pattern using the determination result in the estimation unit 20 may be the estimation method described in the first embodiment and is not essential in the present embodiment. .

  As described above, in the driving monitoring system of the present embodiment, it is determined whether the driving state of the car deviates from the driving pattern in consideration of traffic information. When the time changes, unnecessary notifications to the communication terminal can be reduced.

  In addition, by using the determination result in consideration of traffic information in the estimation of the travel pattern, the travel pattern can be estimated by excluding an exceptional travel history such as a delay due to traffic jams, so that the estimation accuracy is improved.

Embodiment 4 FIG.
Embodiment 4 of the present invention will be described below.

  Note that components having the same or similar functions as those in the first embodiment are given the same reference numerals, and differences from the first embodiment will be mainly described.

FIG. 8 is a schematic diagram showing an operation monitoring system according to the present embodiment.
The main difference from FIG. 1 of the first embodiment is that the communication terminal 2, the communication network 3, and the communication unit are configured so that bidirectional communication (information transmission or notification) is possible between the communication unit 40 and the communication terminal 2. 40, a point where the determination unit 30 is configured, and a point where a parking state determination unit 70 is added.

  The parking lot state determination unit 70 determines whether or not the automobile 1 is in a parking state, and outputs the determination result to the communication unit.

Next, the operation of the operation monitoring system in the present embodiment will be described.
Here, after the communication unit 40 notifies the determination result in the determination unit 30 to the communication terminal 2, the user of the communication terminal 2 or a remote watcher takes various actions based on the notified content. Suppose.

  For example, even when the determination result that the driving state of the automobile 1 is deviated from the driving pattern is notified, the user of the communication terminal 2 or the remote watcher is informed of the driver's behavior and schedule. It is assumed that there is no problem even if the vehicle travels at a position different from the travel pattern, and the notification is ignored.

  In order to cope with such a situation, the communication unit 40 determines the function of receiving response information transmitted from the communication terminal 2 that has received the notification and the response information from the communication terminal 2 via the communication unit 40. The function of notifying the unit 30 is provided.

  When the determination unit 30 notifies the communication terminal 2 of the determination result that the driving state of the automobile 1 deviates from the driving pattern a predetermined number of times, but does not receive a response from the communication terminal 2, the communication terminal 2 The second user or the remote watcher determines that there is no problem, and instructs the communication unit 40 not to perform subsequent notifications.

  FIG. 9 is a diagram illustrating notification and response information according to the present embodiment.

  Specifically, for example, when the stop time at the destination greatly exceeds the estimated stop time, the determination unit 30 determines that “there is a deviation from the travel pattern” and gives notification. 9 table is created and the number of notifications and responses is stored.

  If a response is not obtained for a predetermined number of notifications, a count value indicating invalidity (or unnecessary) of the notification is set as the number of notifications.

  Even if the determination unit 30 once determines that there is a “divergence”, the determination unit 30 refers to the information on the number of notifications in the table before issuing a notification instruction, and does not perform notification if the value is an invalid value. On the other hand, if it is a valid value, the communication unit is instructed to increment the value and perform notification.

  In addition, for example, as a means for displaying the intention that the user of the communication terminal 2 or the watcher at a remote place does not regard the notification as a problem, the notification is ignored (or response information is not transmitted). In addition to this, for example, a case where it is explicitly indicated in the response information is assumed.

  In order to cope with such a situation, when the determination unit 30 inputs response information from the communication terminal 2 via the communication unit 40, the determination unit 30 invalidates the value of the notification count regardless of the response count value of FIG. It is set to a value so that subsequent notification to the communication terminal 2 is not performed.

  In addition, for example, when the communication terminal 2 is notified of the determination result “deviation from the running pattern”, the user of the communication terminal 2 or the remote watcher confirms the situation to the driver of the car 1. It is assumed that an attempt is made to make an inquiry for.

As a general contact means at that time, a call using a mobile phone or the like can be considered.
However, as a matter of course, a driver who is driving cannot make a call, and the fact that there is an incoming call itself may interfere with safe driving.

  In order to cope with such a situation, the parking state determination unit 70, for example, a signal indicating a parking brake state from a sensor (not shown) installed in the parking brake of the automobile 1 or other signals that can be used to detect the parking state. Based on the signal and information, it is determined whether the automobile 1 is parked or parked.

  In order to reliably determine that the vehicle is in the parking state, it is desirable to use at least a parking brake signal.

  When it is determined that the car 1 is in the parking state, the parking lot state determination unit 70 communicates information indicating that “a call or the like to the driver of the car 1 is possible” via the communication unit 40. The terminal 2 is notified.

  As described above, in the present embodiment, it is assumed that the user of the communication terminal or the remote watcher determines that “there is no problem” with respect to the notification of the determination result, and the same notification thereafter Can be avoided.

  Thereby, it is possible to reduce a risk that other important notifications are overlooked due to a large number of the same notifications.

  In the present embodiment, since it is determined whether or not the automobile 1 is in a parked state and the communication terminal 2 is notified based on the determination result, the user of the notified communication terminal 2 or the remote location When the watcher wants to check the driver of the car 1 by telephone or the like, it is possible to make a call after confirming that the driver is in a state where the driver can safely make a call or the like.

  In the present embodiment, the determination result of the running state and the determination result of whether or not the telephone is ready are notified separately to the communication terminal 2, but are simultaneously notified. Alternatively, it may be notified collectively as one piece of notification information.

  Moreover, you may make it notify the communication terminal 2 of the information of the driving | running | working state of the motor vehicle 1 like whether it is in a parking state independently or in combination with the said information.

  Furthermore, in each of the above-described embodiments, the position of the automobile 1 is indicated using latitude and longitude, but the position expressing method and accuracy are not limited to those shown in the figure.

  In each of the above embodiments, the value (X, Y) indicating the position is (1) a value that takes into account a margin for estimation or determination. (2) For example, in a commercial facility, the position on the map and the Since the case where the position of the parking lot is different is conceivable, it may be a value within a predetermined range or a position representing the facility.

  Moreover, in each said embodiment, although the driving | operation monitoring system is demonstrated using only the vehicle position detection part 10, the estimation part 20, the determination part 30, and the communication part 40, it is the motor vehicle 1, the communication terminal 2, and the communication network. Other components such as 3 may be further included.

  Further, in each of the above embodiments, the position unchanged state due to traffic jams or the like during traveling may be distinguished from the parking state. For this purpose, for example, the parking brake state of the automobile 1 is changed to the vehicle position detection unit 10 or You may make it input into the determination part 30. FIG.

  In each of the above embodiments, the acquisition of position and time information or the acquisition / analysis of map information is a function of an existing car navigation device, so that such information is acquired from the car navigation device. It may be.

  Moreover, when cooperating with the car navigation system, a feature pattern such as an intersection on a map may be acquired, and a travel pattern may be estimated so as to record a passing time or a staying time for each feature point.

  Further, in each of the above embodiments, the actual stop time deviates from the estimated stop time, and the time difference is determined as “a state where the running state and the running pattern deviate”. When the value is set, a margin value corresponding to the variation in the stopping time may be given.

  Further, in each of the above embodiments, in the actual operation of the operation monitoring system, a function of deleting the estimated destination as well as adding the estimated destination to the table may be provided.

  For example, a function that periodically extracts a destination that does not pass for a certain period or a waypoint that does not pass for a certain period and deletes it. As a result, it is possible to determine that traveling to a destination that has not been performed for a long time deviates from the traveling pattern.

  In each of the above embodiments, information different from the position, time, and time of the automobile 1 may be taken into account in the determination of the deviation from the travel pattern.

  For example, the estimation unit 20 or the determination unit 30 acquires the state of speed change such as the speed, acceleration, or deceleration of the automobile 1 through a CAN (Control Area Network) that is a network in the car. For example, these values are constant. Whether or not the threshold value is exceeded may be used as a parameter or determination element, and it may be determined that there is a deviation from the running pattern even if there is no great deviation in the running state or the running range.

  Further, in each of the above embodiments, sensors for measuring the distance around the automobile 1 are mounted, and by these sensors, obstacles such as other automobiles, motorcycles, pedestrians, walls, guardrails, telephone poles, front and rear, left and right Distance information may be acquired and used for estimation or determination.

  Further, in each of the above embodiments, taking into account that the running pattern changes depending on the weather, for example, the weather obtained from the in-vehicle network such as the wiper, fog lamp, air conditioner operating state, in-vehicle and outside air temperature sensor values, etc. May be extracted and used for estimation or determination.

  Thereby, for example, when a stop for a long time at a destination in rainy weather or a deviation from an estimated time of a required time to the destination is detected, the determination criterion of the determination unit 30 is relaxed. It becomes possible.

  Further, in each of the above embodiments, the estimation unit 20 inputs the latest position of the automobile 1 acquired by the vehicle position detection unit 10 and time information at the position, and stores the information as a travel history of the automobile 1. However, the present invention is not limited to the embodiment, for example, the information after input is thinned out and stored.

  Further, in each of the above embodiments, the determination unit 30 compares the latest or current traveling state of the automobile 1 with the traveling pattern to determine whether it is “deviation” from the traveling pattern. Whether the (or current) driving state is a “daily state” representing a driving state based on a daily living behavior such as shopping behavior, or a “non-daily state” indicating a driving state based on a non-daily living behavior. It may be determined whether or not.

  For example, when the position where the automobile 1 is traveling is deviated from the traveling pattern and notification is necessary, it is regarded as “unusual state”, and in this case, “not in everyday state” is notified. Can be.

  As a result, it is possible to perform notification in consideration of the behavior of the driver behind the driving of the automobile.

  Further, in each of the above embodiments, the determination unit 30 compares the latest or current driving state of the automobile 1 with the driving pattern, and notifies when it is determined that the driving pattern is “deviation”. (1) Notify when “matched”, (2) Notify when “not separated”, (3) Notify when “not matched”, (4) Various modifications can be made according to the purpose of monitoring, such as a notification letter combining one or more cases.

  In each of the above embodiments, (1) whether or not there is a divergence and whether or not notification is necessary are determined separately, (2) only whether or not notification is finally required is determined, and (3) notification is performed Various determination methods can be applied, such as determining whether there is a necessary deviation.

In addition, in consideration of the degree of divergence in a divergence state or a change in state from the past, notification may be made when the degree of divergence becomes large, and notification may not be made when the degree becomes small. .
Further, as the driving state of the automobile, (1) information on the past driving state leading to the latest or current driving state to be recognized, (2) driving state in the future expected from the recognized latest or current driving state, and the like. You may combine.

  Further, in each of the above embodiments, each figure is for explaining the configuration, structure, function, means, and operation in an easy-to-understand manner, and in the implementation of the operation monitoring system of the present invention, the specific Independent of configuration and name. Thus, for example, one or more “... Units” shown in the figure can be regarded as means for carrying out the invention and can be replaced with “... Means”. Similarly, one or more “... Part” shown in the figure can be replaced with “... Functional entity”.

  Further, the arrangement relation, the number, and the mutual relation of the respective parts are not limited to the configuration shown in the figure and the division range of the operation of the constituent elements, and can be overlapped or further divided.

  In addition, the implementation and operation of the components in each figure can be implemented in various embodiments such as (1) only hardware such as a CPU and memory, (2) only software, and (3) mixing hardware and software. .

  Further, the above embodiments are merely examples, and are not intended to limit the present invention within the scope thereof. Various modifications such as the arrangement, positional relationship, and operating conditions of each part can be made by a person having ordinary knowledge in the technical field, including combinations of the above-described embodiments, without departing from the technical idea of the present invention. .

1 automobile (vehicle to be monitored)
2 communication terminal 3 communication network 10 vehicle position detection unit 20 estimation unit 30 determination unit 40 communication unit 50 map information analysis unit 60 traffic information analysis unit 70 parking state determination unit

Claims (11)

An operation monitoring system mounted on a car,
A vehicle position detection unit for detecting the travel position and travel time of the automobile;
A storage unit that stores information on the travel position and travel time detected by the vehicle position detection unit as travel history information; an estimation unit that estimates a travel pattern of the automobile based on the travel history information;
Recognizing the travel state of the automobile based on the travel position and travel time information detected by the vehicle position detection unit, and comparing the recognized travel state with the travel pattern estimated by the estimation unit A determination unit for determining a deviation between the traveling state and the traveling pattern;
A communication unit that transmits the determination result of the determination unit to a predetermined communication terminal;
An operation monitoring system comprising: The estimation unit includes
As the travel pattern, one or more destinations that are the driver's home of the car and the travel destination point of the car are estimated.
The operation monitoring system according to claim 1. The estimation unit includes
The travel pattern includes a route between the home and the one or more destinations, a travel time between the home and the one or more destinations, a route between the plurality of destinations, and the plurality of the destinations. Estimating at least one of the travel time between the ground and the stop time of the car;
The operation monitoring system according to claim 2, wherein: The determination unit
Compare the travel position in the travel state and the route in the travel pattern,
When it is determined that the travel position in the travel state and the route in the travel pattern deviate, the travel state is determined to be in a travel state deviating from the travel pattern.
The operation monitoring system according to claim 3, The determination unit
When the travel state is a stop state and the stop time in the stop state deviates from the stop time of the automobile in the travel pattern,
It is determined that the traveling state is in a traveling state deviating from the traveling pattern.
The operation monitoring system according to claim 3 or 4, wherein A storage unit that stores map information including facility information; and a map information analysis unit that compares the travel position acquired by the vehicle position detection unit with the map information stored in the storage unit;
The determination unit
In the case where the traveling state is a stopped state and the stopping time in the stopped state deviates from the stopping time of the automobile in the traveling pattern,
If it is determined that the traveling position in the stopped state corresponds to the position of the facility based on the comparison result in the map information analysis unit, it is determined that the traveling state is not in a traveling state deviating from the traveling pattern,
The operation monitoring system according to any one of claims 2 to 5, wherein The vehicle has information acquisition means for acquiring traffic information including a position and time related to whether or not roads can pass or traffic congestion, and the travel position and the travel time acquired by the vehicle position detection unit, and the traffic acquired by the information acquisition means A traffic information analysis unit that compares information with
The determination unit
When it is determined that the travel position in the travel state deviates from the route in the travel pattern and that the traffic information and the position and time in the travel state match based on the comparison result in the traffic information analysis unit ,
It is determined that the traveling state is not in a traveling state deviating from the traveling pattern.
The operation monitoring system according to any one of claims 2 to 6, wherein The communication unit further includes a reception function of receiving a response message for the determination result from the communication terminal after transmitting the determination result.
The operation monitoring system according to any one of claims 1 to 7, wherein The determination unit
Ascertaining whether or not the response message is received in the communication unit;
If the response is not received even if the same determination result is transmitted a predetermined number of times, the communication unit is instructed to stop transmitting the determination result.
The operation monitoring system according to claim 8. The response message includes information requesting the driver of the automobile to contact the communication terminal.
The operation monitoring system according to claim 8 or 9, wherein A parking state determination unit for determining whether the traveling state of the automobile is a parking state;
The determination unit
When the received response message includes information requesting contact with the communication terminal, and the determination result of the parking state determination unit is a parking state,
Transmitting information indicating that the driver of the automobile is in a state of being able to contact the communication terminal;
The operation monitoring system according to claim 10.

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