JP2020077037A - Operation management device and operation management system - Google Patents

Abstract

To provide an operation management device and operation management system capable of generating a hazard map.SOLUTION: An operation management device 5 includes an information acquisition unit and a hazard map generation unit. An on-vehicle unit 3 has a function of transmitting first information that indicates a driver's state including two or more elements to be selected from a group consisting of a degree of drowsiness, a degree of inattentive driving, a degree of concentration, and a body condition concerning a driver of a vehicle, and transmitting second information that indicates a position of the vehicle when the first information is acquired. The information acquisition unit acquires the first information and the second information from the on-vehicle unit. The hazard map generation unit generates a hazard map by associating positions of the vehicle indicated by the second information on the map with the driver's states indicated by the first information.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to an operation management device and an operation management system.

  The operation management system described in Patent Document 1 predicts the drowsiness of the driver based on the brain wave data of the driver, the traveling route, and the like.

JP, 2018-45262, A

  It is conceivable to generate a hazard map using the operation management device. Hazard maps can be used for vehicle operation management. An aspect of the present disclosure is to provide an operation management device and an operation management system that can generate a hazard map.

  One aspect of the present disclosure obtains first information indicating a driver state including two or more selected from the group consisting of a drowsiness level of a vehicle driver, an inattentiveness level, a concentration level, and a physical condition, and the first information. An information acquisition unit (57) configured to acquire the first information and the second information from the vehicle-mounted device (3) having a function of transmitting the second information indicating the position of the vehicle at the time of A hazard map generating unit (59) configured to generate a hazard map by associating the driver state represented by the first information with the position of the vehicle represented by the second information on the map. It is an operation management device (5).

  The operation management device according to one aspect of the present disclosure can generate a hazard map. Hazard maps can be used for vehicle operation management.

It is a block diagram showing the composition of composition of an operation management system. It is a block diagram showing the functional composition of the control part with which an in-vehicle device is provided. It is a block diagram showing the functional composition of the control part with which a server is provided. It is a flow chart showing processing which an in-vehicle device performs. It is a flow chart showing the 2nd information generation processing. It is a flow chart showing the 1st information generation processing. It is a flowchart showing the process which a server performs. It is a flow chart showing real-time processing.

Exemplary embodiments of the present disclosure will be described with reference to the drawings.
<First Embodiment>
1. Configuration of Operation Management System 1 The configuration of the operation management system 1 will be described based on FIGS. 1 to 3. As shown in FIG. 1, the operation management system 1 includes an in-vehicle device 3 and a server 5. The vehicle-mounted device 3 is mounted on the vehicle.

The vehicle-mounted device 3 includes a control unit 7, an infrared camera 9, a GPS 11, a communication unit 13, an internal storage device 15, and an LED lamp 17.
The control unit 7 includes a microcomputer having a CPU 19 and a semiconductor memory (hereinafter, referred to as a memory 21) such as a RAM or a ROM. Each function of the control unit 7 is realized by the CPU 19 executing a program stored in the non-transitional physical recording medium. In this example, the memory 21 corresponds to a non-transitional substantive recording medium storing a program. By executing this program, the method corresponding to the program is executed. The control unit 7 may include one microcomputer or a plurality of microcomputers.

  As shown in FIG. 2, the control unit 7 includes a first information generation unit 23, a second information generation unit 25, an information transmission unit 27, an information storage unit 29, a notification unit 31, and a traveling determination unit 33. , Is provided. The first information generation unit 23 corresponds to the image acquisition unit and the driver state estimation unit.

  The method for realizing the function of each unit included in the control unit 7 is not limited to software, and a part or all of the function thereof may be realized by using one or a plurality of hardware. For example, when the above functions are realized by an electronic circuit that is hardware, the electronic circuit may be realized by a digital circuit, an analog circuit, or a combination thereof.

  As shown in FIG. 1, the infrared camera 9 includes a light emitting unit 35 and a light receiving unit 37. The light emitting unit 35 irradiates the driver's face with infrared light. The light emitting unit 35 can change the intensity of infrared light to be emitted. The light receiving unit 37 captures a range including the driver's face and generates an infrared image. The infrared image represents a range including the driver's face. Further, the light receiving unit 37 detects the exposure status on the driver's face.

The GPS 11 acquires the position information of the vehicle. The communication unit 13 communicates with the server 5. The internal storage device 15 can hold the storage medium 39. Examples of the storage medium 39 include an SD card (registered trademark) and the like. The internal storage device 15 can store information in the stored storage medium 39. The storage medium 39 can be removed from the internal storage device 15. The LED lamp 17 is installed in the passenger compartment of the vehicle. The LED lamp 17 can emit light.
The server 5 is fixedly installed outside the vehicle. The server 5 includes a control unit 41, a communication unit 43, a medium reading unit 45, a database 47, a map information storage unit 49, and a display unit 51. The server 5 corresponds to an operation management device.

  The control unit 41 includes a microcomputer including a CPU 53 and a semiconductor memory such as a RAM or a ROM (hereinafter referred to as a memory 55). Each function of the control unit 41 is realized by the CPU 53 executing a program stored in the non-transitional physical recording medium. In this example, the memory 55 corresponds to a non-transitional substantive recording medium storing a program. By executing this program, the method corresponding to the program is executed. The control unit 41 may include one microcomputer or a plurality of microcomputers.

As shown in FIG. 3, the control unit 41 includes an information acquisition unit 57, a hazard map generation unit 59, an information storage unit 61, and a travel determination unit 63.
The method of realizing the function of each unit included in the control unit 41 is not limited to software, and a part or all of the function thereof may be realized by using one or a plurality of hardware. For example, when the above functions are realized by an electronic circuit that is hardware, the electronic circuit may be realized by a digital circuit, an analog circuit, or a combination thereof.

  The communication unit 43 communicates with the vehicle-mounted device 3. The medium reading unit 45 can hold the storage medium 39. The medium reading unit 45 can read information from the held storage medium 39. The storage medium 39 can be removed from the medium reading unit 45.

The database 47 can store information. The map information storage unit 49 stores map information. The display unit 51 is a display capable of displaying an image.
2. Processing executed by vehicle-mounted device 3 The processing executed by vehicle-mounted device 3 will be described with reference to FIGS. 4 to 6. This process is executed when the vehicle is started. Examples of starting the vehicle include turning on an ignition of the vehicle.

  In step 1 of FIG. 4, the second information generation unit 25 performs the second information generation process. The second information generation process will be described based on FIG. Each step of the processing shown in FIG. 5 is executed by the second information generation unit 25.

In step 21 of FIG. 5, the current time is acquired. The current time is the time when step 21 is executed.
In step 22, the GPS 11 is used to acquire the position information of the vehicle. The vehicle position information is information indicating the position of the vehicle. The vehicle position information is, for example, position information defined by latitude and longitude.

  In step 23, the second information is generated. The second information is information including the time information indicating the current time acquired in step 21 and the vehicle position information acquired in step 22. In the second information, the time information and the vehicle position information are associated with each other.

  Returning to FIG. 4, in step 2, the first information generation unit 23 performs the first information generation process. This process will be described with reference to FIG. Each step of the process shown in FIG. 6 is executed by the first information generation unit 23.

In step 31 of FIG. 6, the light receiving unit 37 is used to acquire the exposure state of the driver's face.
In step 32, the intensity of infrared light with which the driver's face is irradiated is set based on the exposure state acquired in step 31. The intensity of the infrared light is such that the exposure state of the driver's face becomes appropriate when an infrared image is generated in step 34 described later.

  In step 33, the light emitting section 35 is used to start irradiation of infrared light with the intensity set in step 32. Irradiation with infrared light continues until generation of an infrared image is completed in step 34, which will be described later.

In step 34, the light receiving unit 37 is used to photograph a range including the driver's face and generate an infrared image.
In step 35, the driver's eyelids and pupils are recognized in the infrared image generated in step 34.

In step 36, the degree of drowsiness of the driver and the degree of concentration of the driver are estimated based on the eyelids and pupils recognized in step 35. Specifically, the following processing is performed.
First, the degree of eye opening is calculated from the opening degree of the eyelid, the degree of overlap between the eyelid and the pupil, and the like. The degree of eye opening is the degree to which the eyes are open. The larger the eyes are open, the greater the degree of eye opening. It is estimated that the degree of drowsiness of the driver is higher as the calculated degree of eye opening is smaller than the reference degree of eye opening. The reference eye opening degree is an average value of eye opening degrees measured a plurality of times in the past for the same driver.

  Also, the degree of white eye is calculated from the degree of exposure of the pupil. The degree of white eye is the ratio of the area of the part other than the pupil to the total area of the eye. It is estimated that the driver's drowsiness level is higher as the calculated white eye level is higher than the reference white eye level. The reference white-eye degree is an average value of white-eye degrees measured multiple times in the past for the same driver.

  Further, the line-of-sight direction is calculated from the positions of the left and right pupils. It is estimated that the longer the calculated line-of-sight direction is not in the front direction, the lower the degree of driver concentration. Further, it is estimated that the driver's degree of concentration is lower as the calculated line-of-sight direction is not frequently in the front direction.

  In step 37, it is determined whether or not the process using the three-dimensional information of the face (hereinafter referred to as three-dimensional information processing) is executed. Note that the user can set in the vehicle-mounted device 3 in advance whether or not to execute the three-dimensional information processing. Based on this setting, it is determined whether or not three-dimensional information processing is executed. When executing the three-dimensional information processing, the process proceeds to step 38. When the three-dimensional information processing is not executed, the process goes to step 40.

  In step 38, facial parts such as eyes, nose and mouth are recognized in the infrared image generated in step 34. Further, the contour of the face is recognized in the infrared image generated in step 34.

In step 39, based on the recognition result in step 38, the degree of looking aside of the driver and the degree of concentration of the driver are estimated. Specifically, the following processing is performed.
First, the face orientation of the driver is calculated based on the recognition result in step 38. The orientation of the face includes upward, downward, leftward, rightward, and a state in which the head is bent.

Next, the calculated face orientation is compared with the reference face orientation. The reference face orientation is a face orientation obtained by averaging face orientations calculated multiple times in the past for the same driver.
It is estimated that as the calculated face orientation changes more greatly than the reference face orientation, the driver's inattentiveness is high and the driver's concentration is low. Further, it is estimated that the higher the frequency with which the calculated face orientation changes compared to the reference face orientation, the higher the degree of inattentiveness of the driver and the lower the degree of concentration of the driver.

  In step 40, it is judged whether or not the physical condition of the driver is judged. The user can set in the vehicle-mounted device 3 in advance whether or not to judge the physical condition of the driver. Based on this setting, it is determined whether or not to judge the physical condition of the driver. When determining the physical condition of the driver, the process proceeds to step 41. If the physical condition of the driver is not determined, the process proceeds to step 43.

In step 41, the driver's face position and the driver's upper body inclination are read from the infrared image generated in step 34. Examples of the inclination of the upper body include a leftward / rightward inclination, a forward / backward inclination, a topping, and a warp warp.
In step 42, the physical condition and concentration of the driver are estimated based on the position of the driver's face and the inclination of the driver's upper body read in step 41. Specifically, the following processing is performed.

  The read driver's face position is compared with the reference face position. The reference face position is a face position obtained by averaging the face positions read multiple times in the past for the same driver. Further, the driver's body inclination that has been read is compared with a reference body inclination. The reference body inclination is the body inclination obtained by averaging the body inclinations read a plurality of times in the past for the same driver.

  It is estimated that the driver's physical condition is poor and the degree of concentration is low as the position of the read driver's face changes more greatly than the reference face position. Further, it is estimated that the driver's physical condition is poor and the degree of concentration is low as the inclination of the read driver's body changes more greatly than the reference inclination of the body.

At step 43, the current time is acquired. The current time is the time when the process of step 43 is executed.
In step 44, the first information is generated. The first information is information including the time information indicating the current time acquired in step 43 and the driver's drowsiness level, inattentiveness level, concentration level, and physical condition estimated in steps 36, 39, and 42. is there. In the following, the driver's drowsiness level, inattentiveness level, concentration level, and physical condition may be collectively referred to as a driver state. The first information is information indicating the driver state. In the first information, the time information and the driver state are associated with each other.

  However, if the process of step 39 is not executed, the driver state does not include the degree of inattentiveness and the degree of concentration estimated in step 39. When the process of step 42 is not executed, the driver state does not include the physical condition and concentration degree estimated in step 42.

  Returning to FIG. 4, in step 3, the information transmitting unit 27 determines whether or not it is possible to communicate with the server 5 using the communication unit 13. If it is possible to communicate with the server 5, the process proceeds to step 4. When it is impossible to communicate with the server 5, the process proceeds to step 5. As a case where it is impossible to communicate with the server 5, for example, there may be a mountain between the vehicle-mounted device 3 and the server 5.

In step 4, the information transmission unit 27 transmits the second information generated in step 1 and the first information generated in step 2 to the server 5 using the communication unit 13.
In step 5, the information storage unit 29 stores the second information generated in step 1 and the first information generated in step 2 in the storage medium 39 using the internal storage device 15.

  In step 6, the traveling determination unit 63 determines whether the vehicle continues traveling. The traveling determination unit 63 can determine whether the vehicle is traveling, for example, based on a change in vehicle position information, a detection result of a vehicle speed sensor (not shown), or the like. If the vehicle is still traveling, the process goes to step 1. If the vehicle has finished traveling, the process proceeds to step 7.

  In step 7, the information transmitting unit 27 determines whether or not there is untransmitted information. The untransmitted information is the first information and the second information stored in the storage medium 39 in step 5 and not yet transmitted to the server 5. If there is untransmitted information, the process proceeds to step 8. If there is no untransmitted information, this process ends.

  In step 8, the information transmission unit 27 determines whether it is possible to communicate with the server 5 using the communication unit 13. If it is possible to communicate with the server 5, the process proceeds to step 9. When it is impossible to communicate with the server 5, the process proceeds to step 10.

In step 9, the information transmission unit 27 uses the communication unit 13 to transmit the untransmitted information to the server 5.
In step 10, the notification unit 31 turns on the LED lamp 17. The user can know that the untransmitted information is stored in the storage medium 39 by turning on the LED lamp 17. Then, the user can remove the storage medium 39 from the internal storage device 15 and attach it to the medium reading unit 45.

3. Processing executed by the server 5 Processing executed by the server 5 repeatedly at predetermined time intervals will be described with reference to FIGS. 7 and 8. In step 51 of FIG. 7, the information acquisition unit 57 determines whether or not there is information transmission from the vehicle. If there is information transmission from the vehicle, the process proceeds to step 52. If there is no information transmitted from the vehicle, the process returns to step 51.

In step 52, the information acquisition unit 57 acquires information using the communication section 43. The information to be acquired is the first information and the second information transmitted by the vehicle-mounted device 3 in step 4.
In step 53, the hazard map generation unit 59 determines whether to execute the real-time processing. The user can set in the server 5 in advance whether or not to execute the real-time processing. Based on this setting, it is determined whether to execute the real-time processing. When executing the real-time processing, the processing proceeds to step 54. When the real-time processing is not executed, the processing goes to step 55.

  In step 54, the hazard map generation unit 59 executes real-time processing. This process will be described with reference to FIG. Each step of the processing shown in FIG. 8 is executed by the hazard map generation unit 59.

  In step 71 of FIG. 8, a combination of the first information and the second information having similar time information is extracted from the information acquired in step 52. The position of the vehicle represented by the extracted second information is the position of the vehicle when the vehicle-mounted device 3 acquires the simultaneously extracted first information.

In step 72, the map information is acquired from the map information storage unit 49.
In step 73, in the map information acquired in step 72, the position of the vehicle represented by the second information extracted in step 71 is associated with the driver state represented by the first information extracted in step 71.

  In step 74, it is determined whether or not there is the information acquired in step 52 that has not been extracted in step 71. If there is information that has not been extracted yet, the process proceeds to step 71. If all the information acquired in step 52 has been extracted, the process proceeds to step 75.

  In step 75, the map information is color-coded according to the associated driver status. For example, in the map information, a region associated with a specific driver state is colored with a color representing the specific driver state.

  A hazard map is generated by the above processing. The hazard map is a map in which each of the plurality of positions in the map information is associated with the driver state when the vehicle is present at the corresponding position. The server 5 can display the hazard map on the display unit 51.

Returning to FIG. 7, in step 55, the information storage unit 61 stores the information acquired in step 52 in the database 47.
In step 56, the traveling determination unit 63 determines whether or not the vehicle that transmitted the information has stopped. The traveling determination unit 63 can determine whether the vehicle that has transmitted the information has stopped, for example, based on the transition of the position information included in the second information. If the vehicle that transmitted the information has stopped, the process proceeds to step 57. If the vehicle that has transmitted the information has not stopped, the process proceeds to step 51.

  In step 57, the information acquisition unit 57 determines whether or not there is additional information transmission from the vehicle. The additional information transmission from the vehicle is the information transmission performed by the vehicle-mounted device 3 in step 9 described above. If there is additional information transmission from the vehicle, the process proceeds to step 58. If there is no additional information transmitted from the vehicle, the process proceeds to step 59.

In step 58, the information storage unit 61 stores the information transmitted by the additional information transmission in the database 47.
In step 59, the hazard map generation unit 59 determines whether or not there is unprocessed information. The unprocessed information includes the information stored in the database 47 in step 55 or step 58. The unprocessed information includes information stored in the storage medium 39. The information stored in the storage medium 39 is the untransmitted information stored in the storage medium 39 in step 5 above. The unprocessed information may consist of information acquired from only one vehicle-mounted device 3, or may include information acquired from a plurality of vehicle-mounted devices 3. If there is unprocessed information, the process proceeds to step 60. If there is no unprocessed information, this process ends.

  In step 60, the hazard map generation unit 59 executes unprocessed information processing. The unprocessed information processing is basically the same as the real-time processing in step 53. However, in the unprocessed information processing, the combination of the first information and the second information is extracted from the unprocessed information instead of the information acquired in step 52 to generate the hazard map. When the real-time processing has already been executed, in the unprocessed information processing, the hazard map generated by the real-time processing is further processed.

  Therefore, when both the real-time processing and the unprocessed information processing are executed, in the generated hazard map, the position of the vehicle represented by the second information acquired in step 52 is set to the first information acquired in step 52. Is associated with the driver state, and the vehicle position represented by the second information included in the unprocessed information is associated with the driver state represented by the first information included in the unprocessed information.

4. Effects of Operation Management System 1 (1A) The operation management system 1 can generate a hazard map. By viewing the hazard map, the user can easily understand what kind of driver state is likely to occur at each position on the map. Therefore, the user can use the hazard map for vehicle operation management.

  (1B) The server 5 can obtain the first information and the second information by communicating with the vehicle-mounted device 3 or from the storage medium 39. Therefore, the server 5 can easily and reliably acquire the first information and the second information.

  (1C) The vehicle-mounted device 3 acquires an infrared image representing a range including the driver's face. Then, the vehicle-mounted device 3 estimates the driver state based on the infrared image. Therefore, the vehicle-mounted device 3 can easily and accurately estimate the driver state.

(1D) The vehicle unit 3 uses the GPS 11 to acquire the position of the vehicle represented by the second information. Therefore, the vehicle-mounted device 3 can easily and accurately acquire the position of the vehicle.
5. Other Embodiments The embodiments of the present disclosure have been described above, but the present disclosure is not limited to the above-described embodiments, and various modifications can be implemented.

  (1) The in-vehicle device 3 may acquire the position of the vehicle represented by the second information by using an in-vehicle communication device or a mobile terminal mounted on the vehicle. Also in this case, the same effect as that when the GPS 11 is used is obtained. Examples of mobile terminals include smartphones. The in-vehicle communication device is a device mounted on a vehicle and having a communication function. The vehicle-mounted communication device may be the communication unit 13 or another vehicle-mounted communication device.

  (2) At least one of the first information and the second information may include identification information of the driver. When generating the hazard map, the server 5 may associate the driver state with the driver identification information as well as the vehicle position. In this case, the user can understand how the driver state of the specific driver is changing on the map by looking at the hazard map.

(3) The driver state represented by the first state may be one to three of the driver's drowsiness level, inattentiveness level, concentration level, and physical condition.
(4) A plurality of functions of one constituent element in the above-described embodiment may be realized by a plurality of constituent elements, or one function of one constituent element may be realized by a plurality of constituent elements. .. Further, a plurality of functions of a plurality of constituent elements may be realized by one constituent element, or one function realized by a plurality of constituent elements may be realized by one constituent element. Further, a part of the configuration of the above embodiment may be omitted. Further, at least a part of the configuration of the above-described embodiment may be added or replaced with respect to the configuration of the other above-described embodiment.

  (5) In addition to the operation management device described above, a system having the operation management device as a component, a program for causing a computer to function as a control unit of the operation management device or a control unit of a server, and a semiconductor memory recording the program The present disclosure can also be realized in various forms such as a non-transitional actual recording medium, an operation management method, and the like.

DESCRIPTION OF SYMBOLS 1 ... Operation management system, 3 ... In-vehicle device, 5 ... Server, 23 ... 1st information generation unit, 25 ... 2nd information generation unit, 27 ... Information transmission unit, 29 ... Information storage unit, 31 ... Notification unit, 33 ... Travel determination unit, 39 ... Storage medium, 57 ... Information acquisition unit, 59 ... Hazard map generation unit, 61 ... Information storage unit, 63 ... Travel determination unit

Claims (5)

First information indicating a driver state including two or more selected from the group consisting of a drowsiness level of a vehicle driver, an inattentiveness level, a concentration level, and a physical condition, and a position of the vehicle when the first information is acquired An information acquisition unit (57) configured to acquire the first information and the second information from an in-vehicle device (3) having a function of transmitting second information indicating
A hazard map generation unit (59) configured to generate a hazard map by associating the position of the vehicle represented by the second information on the map with the driver state represented by the first information;
An operation management device (5) provided with. The operation management device according to claim 1,
The information acquisition unit is configured to acquire the first information and the second information by communication with the vehicle-mounted device or from a storage medium that stores the first information and the second information. Management device. The operation management device according to claim 1 or 2,
The in-vehicle device,
An operation management system (1) equipped with. The operation management system according to claim 3,
The in-vehicle device is
An image acquisition unit (23) configured to acquire an infrared image representing a range including the driver's face;
A driver state estimation unit (23) configured to estimate the driver state based on the infrared image;
An operation management system equipped with. The operation management system according to claim 3 or 4,
The operation management system configured to acquire the position of the vehicle represented by the second information by using the GPS, the in-vehicle communication device, or the mobile terminal mounted on the vehicle, in the in-vehicle apparatus.

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