JP2014106646A - Running speed management on-vehicle equipment - Google Patents

Abstract

PROBLEM TO BE SOLVED: To generate a speed excess event only in a correct situation when an ETC gate is installed not only at an entrance and exit of an express highway but also at an arbitrary place on a main line.SOLUTION: The equipment includes: an on-vehicle ETC communication unit 121; a location information storage unit 230 capable of storing location information of a specific roadside communication facility located on a main line of an expressway as free-flow location information; a current position information acquisition unit 119; and a speed management control unit 111 for recognizing whether a road on which a vehicle is running is an expressway or not, and for automatically switching to a speed excess disabling mode which at least temporarily disables the generating function of the speed excess signal on the basis of a communication state of the on-vehicle ETC communication unit, when the vehicle is running on an expressway and the current location of the vehicle is similar to the free-flow location information. A speed excess detection function is automatically disabled when the vehicle passes an ETC gate at the free-flow location, so as to prevent erroneous detection.

Description

  The present invention relates to a traveling speed management vehicle-mounted device, and more particularly to a technique for automatically distinguishing a highway from a road on which a vehicle travels from a general road.

  Conventionally, in order to automatically record the actual operation state of a vehicle, an on-vehicle device such as a digital tachograph or a drive recorder is often mounted on a commercial vehicle such as a truck. In general, a digital tachograph automatically collects information such as vehicle running speed (vehicle speed) and engine rotation speed as time-series operation data, and saves this operation data on a recording medium such as a memory card. it can. Further, the drive recorder can automatically record operation data mainly composed of images taken by the on-vehicle camera.

  In recent years, digital tachographs are often equipped with a function for recording special operation data useful for analyzing whether or not a crew member operates safely. Specifically, the actual traveling speed of the vehicle is compared with a predetermined vehicle speed threshold, and when the traveling speed exceeds the vehicle speed threshold, an overspeed event is recorded. In addition, such a function may be installed in a taximeter.

  In a transportation company or the like that manages commercial vehicles and crew, it is possible to grasp whether the crew is operating safely by analyzing the operation data recorded by the digital tachograph or taximeter. For example, by evaluating the number of times that the speed excess event has occurred, it can be easily identified whether or not the corresponding crew member was operating the vehicle at a safe speed.

  However, the speed limit of the vehicle differs between a general road and a highway. Therefore, it is necessary to use different values for the vehicle speed threshold used when an overspeed event occurs for different ordinary roads and expressways. That is, it is conceivable to select a relatively low vehicle speed threshold (for example, 60 km / h) for a general road and to select a relatively high vehicle speed threshold (for example, 100 km / h) for a highway.

  Regarding the switching of the vehicle speed threshold, it may be performed manually according to a crew member's button operation, etc., but in the case of a vehicle equipped with an ETC (Electronic Toll Collection) onboard device, it can also be switched automatically. .

  In the vicinity of the ETC gates at the entrance and exit of the expressway, wireless communication equipment (roadside communication equipment) capable of performing wireless communication with an ETC onboard device mounted on a vehicle is installed. Therefore, when the vehicle passes through the ETC gate at the entrance of the expressway, the vehicle speed threshold is automatically switched from low to high, and when the vehicle passes through the ETC gate at the exit of the expressway, the vehicle speed threshold is increased. Can automatically switch from low to low.

  On the other hand, regarding the ETC communication system, a new system called a free flow system is being adopted. In the free flow method, it is not necessary to reduce the traveling speed of a vehicle that performs ETC communication, it is not necessary to limit the lane in which the vehicle travels to a specific lane, and the lane of the vehicle can be freely changed. With regard to the free flow type ETC system, a specific technique is disclosed in, for example, Patent Document 1.

JP-A-8-315196

  However, if a free-flow ETC system is used, ETC gates must be placed not only at the entrance and exit of the expressway, but also at any location (intermediate position) on the main road of the expressway. become.

  Therefore, when the vehicle-mounted device such as a digital tachograph or taximeter mounted on the vehicle automatically identifies whether the current road is a highway or not by using communication when passing through the ETC gate, False recognition occurs when the vehicle passes through the ETC gate at the position. That is, although the vehicle is still traveling on the expressway, it is recognized that the vehicle has already passed through the exit of the expressway and changed to a state of traveling on a general road. Accompanying this misrecognition, the vehicle speed threshold is switched from high speed to low speed, and as a result, although the vehicle is traveling at a safe speed, the overspeed event occurs frequently. For this reason, it becomes impossible to correctly evaluate whether or not the corresponding crew member is operating the vehicle at a safe speed.

  The present invention has been made in view of the above-mentioned circumstances, and its purpose is to detect an overspeed event when an ETC gate is installed not only at the entrance and exit of a highway but also at any location on the main line. The object is to provide a vehicle speed management vehicle-mounted device that can be used only in a correct situation.

In order to achieve the above-mentioned object, the traveling speed management vehicle-mounted device according to the present invention is characterized by the following (1) to (4).
(1) A traveling speed management vehicle-mounted device mounted on a vehicle and having a function of generating a predetermined overspeed signal according to a result of comparing the traveling speed of the vehicle with a speed threshold,
An in-vehicle ETC communication unit capable of wireless communication with a predetermined roadside communication facility installed on a road through which the vehicle can pass; and
A position information storage unit capable of holding position information of a specific roadside communication facility existing on the main road of the expressway as freeflow position information;
A current position information acquisition unit for acquiring current position information of the vehicle;
When the road through which the vehicle passes is identified as an expressway, and the vehicle is traveling on the expressway and the current position of the vehicle is similar to the free flow position information, A speed management control unit that switches to an overspeed invalidation mode that at least temporarily invalidates the overspeed signal generation function based on the communication status of the ETC communication unit.
(2) A traveling speed management vehicle-mounted device configured as described in (1) above,
The speed management control unit reflects the result of identifying whether the road on which the vehicle is traveling is an expressway in the switching of the speed threshold.
(3) A traveling speed management vehicle-mounted device configured as described in (1) above,
The speed management control unit includes a mode switching notification unit that notifies the driver of the vehicle of information related to the mode switching in accordance with the switching to the overspeed invalidation mode.
(4) A traveling speed management vehicle-mounted device configured as described in (1) above,
When the speed management control unit detects a predetermined communication status of the in-vehicle ETC communication unit at an exit position different from the free flow position information after switching to the overspeed invalidation mode, the speed management control unit Cancel over-invalidation mode.

According to the traveling speed management vehicle-mounted device having the configuration (1), when the vehicle travels in the vicinity of the position of the free flow position information on the highway, the overspeed invalidation mode is automatically switched. Accordingly, it is possible to prevent the overspeed signal from being erroneously generated without the crew member manually operating a special button or the like.
According to the traveling speed management vehicle-mounted device having the configuration (2), it is possible to automatically use different speed thresholds for ordinary roads and highways without the crew having to manually operate special buttons or the like. .
According to the traveling speed management vehicle-mounted device having the configuration (3) above, when switching to the overspeed invalidation mode, the crew (driver) easily recognizes that the overspeed detection function has been invalidated. be able to.
According to the traveling speed management vehicle-mounted device having the configuration (4) above, the overspeed invalidation mode can be automatically canceled even if a crew member does not manually operate a special button or the like near the exit of the expressway. Can do. Therefore, it is possible to prevent the state where the overspeed detection function does not work when the vehicle moves from the highway to the general road.

  According to the traveling speed management vehicle-mounted device of the present invention, when an ETC gate is installed not only at the entrance and exit of an expressway but also at an arbitrary place on the main line, an overspeed event may occur only in a correct situation. It becomes possible.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a block diagram illustrating a configuration example of a taximeter on-vehicle device. FIG. 2 is a flowchart showing main operations of the taximeter on-vehicle device in the embodiment. FIG. 3 is a flowchart showing main operations of the operation data analysis apparatus according to the embodiment. FIG. 4 is a sequence diagram showing an operation example of the taximeter on-vehicle device. FIG. 5 is a plan view showing a specific example of the arrangement of equipment on the road and traveling vehicles. FIG. 6 is a plan view showing a specific example of the arrangement of equipment on the road and traveling vehicles. FIG. 7 is a perspective view showing a specific example of the appearance of the operation data analysis apparatus. FIG. 8 is a plan view showing a specific example of the arrangement of equipment on the road and traveling vehicles.

  Specific embodiments of the traveling speed management vehicle-mounted device of the present invention will be described below with reference to the drawings.

<Overview of the entire system>
<Specific examples of roads and facilities installed on roads>
Specific examples of the arrangement of the equipment on the road and the traveling vehicle are shown in FIGS.

  As shown in FIG. 5, an ETC gate EG1 is installed at the entrance of the expressway that is a toll road. Similarly, an ETC gate EG2 is installed at the exit of the highway. Each ETC gate is provided with a roadside wireless communication facility for performing wireless communication with an ETC vehicle-mounted device mounted on each vehicle. By performing wireless communication between the roadside wireless communication facility and the ETC in-vehicle device of each vehicle, information related to the collection of tolls on the expressway can be exchanged, and payment related to fee payment can be automated.

  In addition, when the free flow method is adopted, ETC gates are installed not only at the entrance and exit of the expressway but also at any location on the expressway main line. Even when passing through any of the ETC gates on the entrance, exit, and main line, the vehicle-mounted device of each vehicle can perform wireless communication with the roadside wireless communication facility.

<Outline of onboard equipment>
As shown in FIG. 6, a taximeter on-vehicle device 100 having a function of a traveling speed management on-vehicle device of the present invention can be mounted on each vehicle. The taximeter on-vehicle device 100 can perform an operation in cooperation with the ETC on-vehicle device 220.

  Specifically, when the ETC vehicle-mounted device 220 detects the passage of the ETC gate EG1 when the vehicle enters the highway from a general road, the type of road on which the taximeter-mounted device 100 recognizes Automatically switch from road to highway. Further, when the ETC on-vehicle device 220 detects the passage of the ETC gate EG2, the type of road on which the taximeter on-vehicle device 100 recognizes is automatically switched from the expressway to the general road. Furthermore, the taximeter on-board device 100 automatically switches the “speed threshold” level with the switching of the recognized road type.

  The “speed threshold value” is used by the taximeter on-vehicle device 100 as a reference value for identifying whether or not the vehicle has traveled exceeding a predetermined speed that can be regarded as safe driving. Since the speed limit is low on a general road, a low-speed “speed threshold” (for example, 60 km / h) is selected. Further, since the speed limit is high on the highway, a high-speed “speed threshold” (for example, 100 km / h) is selected.

  However, in the case of an ETC system that employs the free flow method, ETC gates are also installed at arbitrary locations on the main highway. Therefore, as shown in FIG. 6, when the vehicle passes through the ETC gate EG2 on the highway main line, the taximeter in-vehicle device 100 recognizes that the vehicle actually continues to travel on the highway. There is a possibility that the type of road is mistakenly switched from a highway to a general road. In this case, the crew of the vehicle continues to travel at high speed according to the speed limit of the highway, but the taximeter on-vehicle device 100 switches the “speed threshold” from high speed to low speed, so it is recognized as “overspeed” with high probability. It will be. In order to prevent such a malfunction, the taximeter in-vehicle device 100 is equipped with a special function as described later.

  In the present embodiment, it is assumed that the function of the traveling speed management vehicle-mounted device of the present invention is mounted on the taximeter on-vehicle device 100. However, for example, in the case of a truck vehicle, the traveling speed management is performed on the digital tachograph on-vehicle device. It is also assumed that the functions of on-vehicle equipment are installed.

<Outline of operation data analyzer>
The taximeter on-vehicle device 100 shown in FIG. 6 records and saves time-series operation data including the detected “overspeed” information on the memory card 230. In order to analyze the operation data recorded by the taximeter on-vehicle device 100, an operation data analysis device 300 as shown in FIG. 7 is used.

  The operation data analysis device 300 is installed in the office of a company that manages the operation of a business vehicle such as a transportation company. The operation data analysis apparatus 300 can be configured by using highly versatile hardware such as a personal computer. However, it is necessary to read and execute an operation data analysis program having a special function for analyzing operation data, for example, as an application program.

  The operation data analysis program executed by the operation data analysis apparatus 300 includes a special function for preventing malfunction of the taximeter on-vehicle device 100. This special function will be described later.

<Description of specific configuration and operation>
<Configuration of taximeter on-vehicle device 100>
The structural example of the taximeter onboard equipment 100 in this embodiment is shown in FIG. As shown in FIG. 1, this taximeter vehicle-mounted device 100 includes the following components.
Microcomputer (CPU) 111
Work data storage unit 112
Program data storage unit 113
Data processing unit 114
Backup data storage unit 115
Speed signal interface (I / F) 116
Engine pulse signal interface 117
Power interface 118
GPS interface 119
Audio output unit 120
ETC interface 121
Card interface 122

  The microcomputer 111 implements various functions required for the taximeter in-vehicle device 100 by executing a predetermined program prepared in advance on the program data storage unit 113. Specific operations of the microcomputer 111 will be described later.

  The work data storage unit 112 is configured by a volatile memory (DDRSD-RAM) capable of writing and reading data. The work data storage unit 112 is accessed by the microcomputer 111 and used to temporarily store various data.

  The program data storage unit 113 is configured by a nonvolatile memory (FROM) capable of reading data. The program data storage unit 113 holds in advance data such as programs to be executed by the microcomputer 111 and constants to which the microcomputer 111 refers.

  The data processing unit 114 has a function of realizing predetermined data processing necessary when the microcomputer 111 accesses the memory card 230.

  The backup data storage unit 115 is configured by a nonvolatile memory (FROM) capable of reading data. Data can be rewritten. The backup data storage unit 115 is accessed by the microcomputer 111 and is used to store a data backup.

  The speed signal interface 116 performs signal processing necessary for inputting the speed pulse signal SG1 output from the vehicle side to the microcomputer 111. Specifically, the waveform of the pulse signal is adjusted and the pulse period is adjusted.

  In a typical vehicle, the speed pulse signal SG1 is generated by a sensor installed in the vicinity of the output shaft of the transmission, and one pulse appears every time the output shaft of the transmission rotates by a predetermined amount. Therefore, for example, the traveling speed (km / h) of the vehicle can be calculated based on the number of pulses of the speed pulse signal SG1 that appears within a certain time. In addition, the moving distance can be calculated from the number of generated pulses.

  The engine pulse signal interface 117 performs signal processing necessary to input the engine pulse signal SG2 output from the vehicle side to the microcomputer 111. Specifically, the waveform of the pulse signal is adjusted and the pulse period is adjusted.

  In a general vehicle, the engine pulse signal SG2 is generated by a sensor installed in the vicinity of the engine output shaft, and one pulse appears each time the engine output shaft rotates by a predetermined amount. Therefore, for example, the engine speed (rpm) can be calculated based on the number of pulses of the engine pulse signal SG2 that appears within a certain time.

  The power supply interface 118 performs signal processing necessary for providing the microcomputer 111 with power supply power (BATT) supplied from a vehicle-mounted battery and a signal (IGN) corresponding to on / off of an ignition switch of the vehicle.

  The GPS interface 119 performs signal processing necessary for connecting the GPS receiver 210 to the microcomputer 111. The GPS receiver 210 can receive radio waves coming from GPS (Global Positioning System) satellites and output data. Based on the timings of signals received from a plurality of GPS satellites, the microcomputer 111 can calculate its own current position (latitude, longitude) and altitude.

  The audio output unit 120 includes a speaker that converts an electrical signal into sound such as pseudo audio and outputs the sound. The microcomputer 111 can output, from the audio output unit 120, a pseudo sound indicating a warning such as “Because the speed is over.

  The ETC interface 121 performs signal processing necessary for connecting the ETC in-vehicle device 220 to the microcomputer 111. The ETC vehicle-mounted device 220 mounted on the vehicle is connected to the roadside communication equipment installed in the vicinity of the ETC gate when the vehicle passes through the ETC gate installed on the entrance, exit and main line of the expressway. Wireless communication can be performed and various data can be transmitted and received. Therefore, the microcomputer 111 can grasp the state related to the passage of the ETC gate by monitoring the communication state of the ETC on-board unit 220 via the ETC interface 121.

  The card interface 122 has a slot in which a predetermined type of memory card 230 can be attached and detached. The memory card 230 has a built-in nonvolatile memory in which data can be written and read. The microcomputer 111 can access data on the memory card 230 via the data processing unit 114 and the card interface 122.

  The memory card 230 is used to store a large amount of information such as time-series operation data generated by the taximeter onboard device 100 as the vehicle is operated. The memory card 230 on which the operation data is recorded can be removed from the taximeter in-vehicle device 100 and taken back to the office by the crew. By installing this memory card 230 in an operation data analyzing apparatus 300 as shown in FIG. 7, the recorded operation data can be read.

<Operation of taximeter on-vehicle device 100>
FIG. 2 shows the main operation of the taximeter on-vehicle device in the present embodiment. That is, the operation shown in FIG. 2 is realized by the microcomputer 111 executing a predetermined program after the taximeter on-vehicle device 100 is turned on. Each step in FIG. 2 will be described below.

  In step S10, the microcomputer 111 refers to a predetermined flag representing the on / off state of the “overspeed invalidation mode” to identify whether overspeed invalidation is in progress. If the “overspeed invalidation mode” is off, the process proceeds to S11, and if it is on, the process proceeds to S13. This “overspeed invalidation mode” is initialized to the off state immediately after the power is turned on.

  In step S11, the microcomputer 111 compares the current speed (vehicle movement speed) Vc calculated based on the speed pulse signal SG1 with a predetermined speed threshold value Vth to identify whether the speed is over. When the overspeed is detected, the process proceeds to the next S12, and when the overspeed is not detected, the process proceeds to S13.

  There are two types of constants VL and VH used as the speed threshold value Vth. The constant VL is a threshold used when the vehicle travels on a general road, and the constant VH is a threshold used when traveling on an expressway. The constants VL and VH are determined in advance by a predetermined administrator and written in the program data storage unit 113. By the processing described later, the constant VL is automatically selected as the speed threshold Vth when the vehicle travels on a general road, and the constant VH is automatically selected when traveling on the highway.

  In step S <b> 12, the microcomputer 111 generates event data DE <b> 1 indicating “speed over” and records DE <b> 1 on the memory card 230. The event data DE1 includes an identification code indicating “excessive speed”, a time when the occurrence of the event is detected, and information indicating the position (latitude / longitude) of the vehicle at that time. For the time, information on the current time managed by the microcomputer 111 is used. The position of the vehicle is calculated based on data received by the GPS receiver 210.

  In step S13, the microcomputer 111 monitors the communication state of the ETC vehicle-mounted device 220, and identifies whether the host vehicle has passed through the ETC gate (corresponding to EG1, EG2, etc. in FIG. 5). That is, when the vehicle passes through the ETC gate, data is exchanged by performing wireless communication between the roadside communication equipment installed on the ETC gate side and the ETC on-board unit 220 mounted on the passing vehicle. Will do. Therefore, by monitoring the communication state of the ETC on-board unit 220, it is possible to identify whether or not the host vehicle has passed the ETC gate. When the passage of the ETC gate is detected, the process proceeds to the next S14, and when it does not pass, the process proceeds to S18.

  In step S <b> 14, the microcomputer 111 generates event data DE <b> 2 representing “ETC gate passing” and records DE <b> 2 on the memory card 230. The event data DE2 includes an identification code representing “ETC gate passage”, a time when the occurrence of the event is detected, and information representing the position (latitude / longitude) of the vehicle at that time.

  In step S15, the microcomputer 111 acquires information on the current position (latitude / longitude) Pc based on the output of the GPS receiver 210, and compares the current position Pc with the position Pr of the master data. The master data is written in advance on the memory card 230 by processing to be described later. This master data includes one or a plurality of installation positions (latitudes) corresponding to free flow ETC gates (corresponding to EG2 etc. in FIG. 5) existing on the main road of the highway (locations other than the entrance and exit). / Longitude) is included as the position Pr.

  Depending on the comparison result in step S15, the process branches to a different process in S16. That is, if the current position Pc when the passage of the ETC gate is detected in S13 is clearly different from the position Pr of the free flow ETC gate (position similarity is low), the process proceeds to S17, and the positions are almost the same. If yes, go to S19.

  In step S17, the microcomputer 111 performs a process for automatically switching between a general road and a highway. That is, the microcomputer 111 itself performs processing for grasping whether the type of road on which the host vehicle is currently traveling is a general road or an expressway.

  Specifically, if you are driving on a general road (for example, in the initial state) and you have passed the ETC gate of the expressway, you have entered the entrance of the expressway. The information Dd to be displayed is switched from “general road” to “highway”. In addition, when driving on an expressway and passing an ETC gate at a location other than on the main road of the expressway, it means that the user has got off the expressway and entered a general road. Switch from "highway" to "general road". Actually, the process proceeds to step S17 when it passes through an ETC gate at an entrance or exit other than on the main line of the expressway. Therefore, in S17, the information Dd is simply changed from “general road” to “expressway” or “expressway”. Switch from "Road" to "General road". Further, the current position (latitude / longitude) and altitude of the vehicle and the road map data are compared, and when the condition of the general road is satisfied, the “highway” is switched to the “general road”.

  Further, in step S17, the microcomputer 111 reflects the content of the information Dd after switching, that is, the type of road to be driven from now on, in the speed threshold value Vth. That is, when the information Dd is “highway”, the highway constant VH is assigned to the speed threshold Vth, and when the information Dd is “general road”, the general road constant VL is assigned to the speed threshold Vth.

  In step S19, the microcomputer 111 switches the “overspeed invalidation mode” to the on state. By this process, since the “overspeed invalidation mode” is turned on, the next time S10 is executed, the process proceeds from S10 to S13, and the execution of S11 and S12 is omitted. That is, in this case, the overspeed detection function is disabled.

  In step S20, the microcomputer 111 notifies the driver that the “overspeed invalidation mode” has been switched on. For example, a pseudo sound of a message such as “No speed excess is determined” is output from the speaker of the sound output unit 120. When a predetermined display is connected to the taximeter on-vehicle device 100, a similar message is displayed on the screen.

  In step S18, the microcomputer 111 identifies whether or not the operation of the host vehicle has ended. For example, it is possible to identify whether or not the operation has ended based on the current position of the vehicle and the on / off state of the ignition. While the operation continues, the process returns from step S18 to S11, and the above-described processing is repeatedly executed.

Although not shown in the operation shown in FIG. 2, the actual taximeter on-vehicle device 100 periodically collects the following operation data during operation of the vehicle and stores it on the memory card 230. Record.
Vehicle speed calculated from the speed pulse signal SG1 Engine rotational speed calculated from the vehicle speed engine pulse signal SG2 Vehicle position calculated from the received data of the GPS receiver 210 Time when the corresponding data was collected

<Description of Characteristic Operation in Taximeter Onboard Device 100>
When the microcomputer 111 executes the processing shown in FIG. 2, the following characteristic operation is realized.

  By executing step S17, the microcomputer 111 can automatically switch the recognized road type (general road / highway). Even if a free flow type ETC gate exists on the main road of the expressway, the comparison process of steps S15 and S16 is executed, so that the ETC gate on the main line is erroneously recognized as the exit of the expressway. Can be prevented.

  If the vehicle passes the pre-registered free flow type ETC gate position on the main road of the expressway, the “overspeed invalidation mode” is automatically switched on in S19. When the “overspeed invalidation mode” is on, the execution of S11 and S12 is omitted and the “overspeed undetermined” state is entered.

  Therefore, for example, as shown in FIG. 5, when a vehicle traveling on a highway passes through the ETC gate EG2 existing on the main line, it is possible to prevent erroneous detection of “speed over”. Further, since the microcomputer 111 reflects the recognized road type in the speed threshold value Vth in S17, the speed threshold value Vth used in the detection of “speed over” in S11 is set as the road type (general road / highway). It can be used properly according to the situation.

  However, in order to prevent erroneous detection of overspeed, the position of the free flow ETC gate (EG2) existing on the main road of the expressway is registered in the master data on the memory card 230 as known position information. It is necessary to keep. When the vehicle passes through an ETC gate that is not registered in the memory card 230, it is not possible to prevent erroneous detection of “speed over” as shown in FIG. However, the position of the new ETC gate can be easily registered as master data on the memory card 230 by using the operation data analysis device 300 described later.

<Operation of Operation Data Analysis Device 300>
FIG. 3 shows main operations of the operation data analysis apparatus according to this embodiment. That is, the operation shown in FIG. 3 is realized by the computer of the operation data analysis apparatus 300 shown in FIG. 7 executing a predetermined operation data analysis program. Actually, after the above-described memory card 230 removed from the taximeter vehicle-mounted device 100 is mounted on the computer of the operation data analysis apparatus 300, the operation shown in FIG. The contents of each step in FIG. 3 will be described below.

  In step S21, the computer of the operation data analysis apparatus 300 accesses the memory card 230 attached to itself and reads the recorded operation data. The operation data includes event data DE1 representing “excess speed” and event data DE2 representing “ETC gate passing” shown in FIG.

  In step S22, the computer of the operation data analysis device 300 attempts to extract event data (speed over) DE1 from the operation data read in S21. If the event data DE1 is detected, the process proceeds to the next S23, and if the event data DE1 does not exist, the process proceeds to S24.

  In step S23, the computer of the operation data analyzing apparatus 300 registers the event data DE1 detected from the operation data on the database DB1 as the event data DE1.

  In step S24, the computer of the operation data analysis device 300 attempts to extract event data (ETC gate passage) DE2 from the operation data read in S21. If the event data DE2 is detected, the process proceeds to the next S25, and if the event data DE2 does not exist, the process proceeds to S26.

  In step S25, the computer of the operation data analysis apparatus 300 registers the event data DE2 detected from the operation data on the database DB1 as the event data DE2.

  In step S26, the computer of the operation data analysis apparatus 300 refers to the contents of a plurality of types of event data registered on the database DB1, and compares the event positions (latitude / longitude). That is, the latitude / longitude of the event data DE1 representing detection of overspeed and the latitude / longitude of the event data DE2 representing passage through the ETC gate are compared to identify whether or not these positions substantially match. If the positions substantially match, the process proceeds to S27, and if they do not match, the process proceeds to S28.

  In step S27, the computer of the operation data analysis apparatus 300 automatically registers the information DF1 of the ETC gate that has detected the position match in S26 on the database DB2 as master data.

  For example, when there is an unknown ETC gate EG2 on the main road of the highway as shown in FIG. 5, the speed threshold Vth of the taximeter on-board unit 100 immediately after the host vehicle passes through the corresponding ETC gate EG2. Switch to low speed (VL). However, since the speed of the vehicle is maintained at a high speed, “speed over” is erroneously detected. Since the ETC gate registered as the master data in step S27 in FIG. 3 exists in the vicinity of the position where “speed over” is detected, the switching of the speed threshold Vth, that is, the switching of the road type is incorrect. Probability is high. Therefore, in S27, the corresponding ETC gate is regarded as a free flow type ETC gate on the main road (exit), and the position (latitude / longitude) is recorded as master data.

  In step S28, since the process of registering the recorded operation data on the databases DB1 and DB2 is completed, the computer of the operation data analysis apparatus 300 erases unnecessary operation data recorded on the memory card 230, A new recording area is secured on the memory card 230.

  In step S <b> 29, the computer of the operation data analysis device 300 downloads master data including the information DF <b> 1 from the database DB <b> 2 and registers this master data on the memory card 230.

  That is, by processing the memory card 230 on which the operation data is recorded by the operation data analysis device 300, the free flow type ETC gate on the main road (exit) of the expressway is automatically detected and the position thereof is detected. (Latitude / longitude) can be automatically registered in the memory card 230 as master data.

  When the memory card 230 in which the master data is newly registered by the process of the operation data analysis device 300 is remounted in the taximeter on-vehicle device 100 as shown in FIG. 8, the taximeter on-vehicle device 100 knows the ETC gate EG2. It can be handled as an ETC gate. That is, since the position of the ETC gate EG2 detected in S13 of FIG. 2 is close to the position of the master data, the process of step S17 is skipped immediately after the host vehicle passes through the ETC gate EG2. Accordingly, the type of road recognized by the microcomputer 111 of the taximeter on-board device 100 is maintained in the “highway” state even after passing through the ETC gate EG2, and the speed threshold Vth is maintained at high speed (VH). The Furthermore, since the “overspeed invalidation mode” is switched on, it is possible to suppress the occurrence of “speed over” immediately after the vehicle passes through the ETC gate EG2, as shown in FIG.

<Operation example of taximeter on-board device>
A specific example of the operation sequence of the taximeter on-vehicle device 100 is shown in FIG. The operation shown in FIG. 4 will be described below.

  For example, as shown in FIG. 5, when a vehicle equipped with the taximeter onboard device 100 passes through the ETC gate EG1 at the entrance of the highway, the roadside communication equipment and the ETC onboard installed near the ETC gate EG1 Wireless communication with the device 220 becomes possible. In this state, the taximeter on-vehicle device 100 monitors the state of the ETC on-vehicle device 220, and grasps it as “passing the entrance gate (no charging information)” from the state of communication with the roadside communication equipment (S41).

  The ETC on-board unit 220 receives predetermined entrance information from the roadside communication facility (S42). Based on the entrance information received by the ETC on-vehicle device 220, the taximeter on-vehicle device 100 recognizes that it has entered the “highway”. As a result, the current road type grasped by the taximeter on-board device 100 is switched from “general road” to “highway” (S43, S17). Accordingly, the taximeter on-vehicle device 100 recognizes that it is traveling on the “highway” thereafter (S44).

  In addition, as shown in FIG. 8, when the vehicle passes through the free flow type ETC gate EG2 on the main road of the expressway, it is wireless between the roadside communication equipment existing in the vicinity and the ETC vehicle-mounted device 220. Communication is possible. At this time, the taximeter on-vehicle device 100 recognizes that the ETC on-vehicle device 220 has passed through the ETC gate (with charging information) by monitoring the ETC on-vehicle device 220 (S45).

  At this time, the ETC vehicle-mounted device 220 receives predetermined exit information from the roadside communication facility (S46). The taximeter on-vehicle device 100 receives exit information (with charging information) from the ETC on-vehicle device 220. If the passed ETC gate EG2 is already registered in the master data on the memory card 230 as a free flow gate, the taximeter on-vehicle device 100 switches on the “overspeed invalidation mode” described above (S47). ). The taximeter on-vehicle device 100 notifies the message indicating that the “overspeed invalidation mode” is switched on (S48).

  In the state in which the “overspeed invalidation mode” is turned on, the determination of S11 is omitted even when the vehicle travel speed exceeds the speed threshold Vth (S49). The vehicle-mounted device 100 does not output an overspeed warning (S50).

  On the other hand, when the vehicle passes through the ETC gate at the exit other than the free flow gate (S51), S17 of FIG. 2 is executed. That is, the taximeter on-vehicle device 100 switches the grasped road type from “highway” to “general road” (S53).

  In addition, even when the passage through the ETC gate at the exit could not be recognized, the current position (latitude / longitude) and altitude of the vehicle were clearly recognized as “general road” as a result of comparison with the road map. In (S52), the on-vehicle taximeter 100 switches the grasped road type from “highway” to “general road” (S53).

  Further, after the grasped road type is switched from “highway” to “general road” (S53), the taximeter on-vehicle device 100 switches the “overspeed invalidation mode” from on to off (S54: Deactivation).

<Possibility of deformation>
It should be noted that there are various possibilities other than reading from the memory card 230 as master data, as described above, for information such as the position for identifying the free flow ETC gate.

  For example, necessary data may be transferred from a predetermined server to the taximeter on-vehicle device 100 on the vehicle via a wireless communication facility other than ETC. Alternatively, by monitoring the traveling speed of the vehicle when the vehicle passes through the ETC gate, it may be possible to automatically identify whether the vehicle is at the exit of the highway.

  In addition, when the on-board device for traveling speed management is a taximeter, the operation input of a button such as “high speed” provided on the taximeter is monitored to determine the type of road that the on-board device for traveling speed management knows. You may control to switch.

<Supplementary explanation>
(1) The taximeter vehicle-mounted device 100 shown in FIG. 1 and FIG. 2 is mounted on a vehicle, and outputs a predetermined overspeed signal according to the result of comparing the traveling speed (Vc) of the vehicle with a speed threshold (Vth). It is a traveling speed management vehicle-mounted device which has the function (S12) to generate. In addition, the on-board device for traveling speed management includes an in-vehicle ETC communication unit (121) capable of wireless communication with a predetermined roadside communication facility installed on a road through which the vehicle can pass, and a main line of the highway. A position information storage unit (230) capable of holding position information of a specific roadside communication facility existing as freeflow position information, a current position information acquisition unit (119) for acquiring current position information of the vehicle, and the vehicle The vehicle-mounted ETC communication unit identifies whether or not the road to be passed is an expressway, and when the vehicle is traveling on the expressway and the current position of the vehicle is similar to the free flow position information. And a speed management control unit (111) that automatically switches to the overspeed invalidation mode that at least temporarily invalidates the overspeed signal generation function based on the communication status of the system (S19). .

(2) Further, as shown in FIG. 2, the speed management control unit (111) reflects the result of identifying whether the road on which the vehicle is traveling is an expressway or not in the switching of the speed threshold (Vth). (S17).

(3) Further, the speed management control unit (111) notifies the driver of the vehicle of information related to the mode switching in accordance with the switching to the overspeed invalidation mode. Part (S20, 120).

(4) In addition, after the speed management control unit (111) switches to the overspeed invalidation mode, the in-vehicle ETC communication unit has a predetermined exit position (S16) different from the free flow position information. When the communication status is detected (S51), the overspeed invalidation mode is automatically canceled (S54).

(5) The speed management control unit (111) acquires information on the current position and altitude of the vehicle, and after switching to the overspeed invalidation mode, the detected current position and altitude are When a predetermined condition that can be considered is satisfied (S52), the overspeed invalidation mode is automatically canceled (S54).

DESCRIPTION OF SYMBOLS 100 Taximeter vehicle equipment 111 Microcomputer 112 Work data storage part 113 Program data storage part 114 Data processing part 115 Backup data storage part 116 Speed signal interface 117 Engine pulse signal interface 118 Power supply interface 119 GPS interface 120 Audio | voice output part 121 ETC interface 122 Card interface 210 GPS receiver 220 ETC in-vehicle device 230 Memory card 300 Operation data analysis device SG1 Speed pulse signal SG2 Engine pulse signal DB1, DB2 Database DE1, DE2 Event data EG1, EG2 ETC gate

Claims (4)

A traveling speed management vehicle-mounted device mounted on a vehicle and having a function of generating a predetermined overspeed signal according to a result of comparing the traveling speed of the vehicle with a speed threshold,
An in-vehicle ETC communication unit capable of wireless communication with a predetermined roadside communication facility installed on a road through which the vehicle can pass; and
A position information storage unit capable of holding position information of a specific roadside communication facility existing on the main road of the expressway as freeflow position information;
A current position information acquisition unit for acquiring current position information of the vehicle;
When the road through which the vehicle passes is identified as an expressway, and the vehicle is traveling on the expressway and the current position of the vehicle is similar to the free flow position information, A traveling speed management vehicle-mounted device comprising: a speed management control unit that switches to an overspeed invalidation mode that at least temporarily invalidates the overspeed signal generation function based on a communication status of an ETC communication unit. The travel speed management vehicle-mounted device according to claim 1, wherein the speed management control unit reflects a result of identifying whether or not the road on which the vehicle is traveling is an expressway in the switching of the speed threshold. . The speed management control unit includes a mode switching notification unit that notifies the driver of the vehicle of information related to the mode switching in accordance with the switching to the overspeed invalidation mode. The traveling speed management vehicle-mounted device according to claim 1. When the speed management control unit detects a predetermined communication status of the in-vehicle ETC communication unit at an exit position different from the free flow position information after switching to the overspeed invalidation mode, the speed management control unit The traveling speed management vehicle-mounted device according to claim 1, wherein the excess invalidation mode is canceled.

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