JP2023062234A - Operation management system and operation management method - Google Patents

Abstract

To provide an operation management system that can reduce unnecessary trigger records.SOLUTION: An operation management system 1 includes a sensor information acquisition unit 211, a trigger information generation unit 213, and a map generation unit 113 that generates map information reflecting the trigger information. The sensor information acquisition unit 211 acquires acceleration information related to rapid acceleration/deceleration occurring in a vehicle 20. The trigger information generation unit 213 generates, based on the acceleration information, trigger information indicating whether or not a step trigger caused by a step in a path along which the vehicle 20 travels and a dangerous driving trigger when the vehicle 20 is in a dangerous state have occurred. When the dangerous driving trigger occurs, the trigger information generation unit 213 records the driving conditions of the vehicle 20 before and after the occurrence of the dangerous driving trigger, as captured by a camera installed in the vehicle 20. On the other hand, when the step trigger occurs, the trigger information generation unit 213 does not record the traveling conditions of the vehicle 20 before and after the step trigger occurs.SELECTED DRAWING: Figure 3

Description

TECHNICAL FIELD The present invention relates to an operation management system and an operation management method.

2. Description of the Related Art Conventionally, there has been proposed a system for detecting dangerous spots in a road on which a vehicle travels or in a warehouse or the like, and managing stable operation of the vehicle based on information about the detected dangerous spots. Patent Literature 1 discloses an operation support device using an in-vehicle camera. The operation support device disclosed in Patent Literature 1 generates a trigger in response to a vehicle collision or a sudden braking operation, and records an image from an in-vehicle camera mounted on the vehicle in response to the trigger.

JP 2019-28482 A

In the operation support device disclosed in Patent Literature 1, the threshold value for generating a trigger for image recording is changed according to the running state of the vehicle and the detection of the moving object. For example, in a state in which the threshold sensitivity is high, such as when the vehicle is backing up, an image is recorded in response to acceleration noise caused by unevenness of the road surface or vibration of the vehicle body. That is, in the operation support device, a trigger is generated in response to a slight step on the road surface, and each time, an image that does not need to be recorded is recorded as trigger information.

The present invention has been made in view of the problems of the prior art. An object of the present invention is to provide an operation management system capable of reducing unnecessary trigger recording.

An operation management system according to an aspect of the present invention includes a sensor information acquisition unit that acquires acceleration information related to sudden acceleration or deceleration that occurs in a vehicle via a sensor provided in the vehicle, and the vehicle runs based on the acceleration information. A trigger information generation unit that generates trigger information indicating whether or not a step trigger caused by a step on a route and a dangerous driving trigger when the vehicle is in a dangerous state has occurred; and map information is generated based on the trigger information. and a map generation unit that records the driving conditions of the vehicle before and after the generation of the dangerous driving trigger captured by an in-vehicle camera provided in the vehicle when the dangerous driving trigger is generated. When the step trigger occurs, the trigger information generating unit does not record the driving conditions of the vehicle before and after the step trigger, which is imaged by the in-vehicle camera.

An operation management method according to another aspect of the present invention is an operation management method executed by a computer, in which acceleration information relating to sudden acceleration or deceleration occurring in a vehicle is acquired via a sensor provided in the vehicle, and acceleration Based on the information, when a step trigger is generated due to a step on the route on which the vehicle travels, without recording the driving conditions of the vehicle before and after the occurrence of the step trigger captured by an in-vehicle camera provided in the vehicle, Trigger information indicating that a step trigger has occurred is generated, and based on the acceleration information, when a dangerous driving trigger occurs when the vehicle is in a dangerous state, before and after the occurrence of the dangerous driving trigger imaged by the on-board camera of the vehicle, generates trigger information indicating that a dangerous driving trigger has occurred, and generates map information reflecting the trigger information.

According to the present invention, it is possible to provide an operation management system capable of reducing unnecessary trigger recording.

It is a figure which shows the structure of the operation management system which concerns on 1st Embodiment. FIG. 2 is a diagram for explaining coordinate axes corresponding to vehicles in the operation management system according to the first embodiment; FIG. 1 is a block diagram showing the configuration of an operation management system according to a first embodiment; FIG. It is a block diagram which shows the functional structure in the control part of the vehicle equipment which concerns on 1st Embodiment. FIG. 4 is a diagram for explaining determination of a threshold value according to the first embodiment; FIG. It is a figure which shows an example of the premises map displayed in the operation management system which concerns on 1st Embodiment. 6 is a flowchart showing an example of determination processing according to the first embodiment; 4 is a flowchart for explaining processing in the server according to the first embodiment; It is a flowchart for demonstrating the process in the vehicle equipment which concerns on 2nd Embodiment. It is a flowchart for demonstrating the process in the vehicle equipment which concerns on 2nd Embodiment.

Hereinafter, the operation management system 1 according to this embodiment will be described in detail with reference to the drawings. Note that the dimensional ratios in the drawings are exaggerated for convenience of explanation, and may differ from the actual ratios. In addition, in the description of the drawings below, the same or similar parts are denoted by the same or similar reference numerals.

(First embodiment)
FIG. 1 is a diagram showing the configuration of an operation management system 1 according to this embodiment. The operation management system 1 includes a server 10 , vehicles 20 and a network 40 . Also, the operation management system 1 may include the user terminal 30 and/or the base station 50 .

The operation management system 1 transmits information about travel of the vehicle 20 acquired and analyzed by the vehicle 20 to the server 10 . The server 10 is a system that acquires information about travel of the vehicle 20 transmitted from the vehicle 20 via the network 40 and determines dangerous spots in the travel location of the vehicle 20 . The operation management system 1 also creates an operation map based on the acquired information. Furthermore, by driving the vehicle 20 based on the created operation map, it is possible to avoid dangerous spots or perform appropriate driving while paying attention to dangerous spots.

The server 10 has an operation management device 100 as a function. Operation management device 100 is realized by a general computer provided with control part 110, storage part 120, input-output IF130, and network IF140, as shown in Drawing 1, for example.

The control unit 110 operates the operating system and controls the server 10 as a whole. Furthermore, the control unit 110 operates based on a program (not shown) stored in the storage unit 120, and includes a travel information acquisition unit 111, a trigger information analysis unit 112, and a map generation unit 113 shown in FIG. Execute each function provided. Note that the program is not limited to being stored in the storage unit 120, and may be stored in a ROM or the like (not shown) in the operation management device 100, for example.

As shown in FIG. 3, the storage unit 120 stores information contained in a trigger information DB 121 (DB: Database) and a map information DB 122 as data. Note that the number of storage units 120 that store each of these data may be one or plural. For example, one storage unit 120 may be configured to be stored in divided areas. Alternatively, data may be distributed and stored in a plurality of storage devices installed at physically separate locations. Note that the storage unit 120 may be provided with a database (DB) other than this.

Further, the storage unit 120 may store programs related to functions provided in the travel information acquisition unit 111 , the trigger information analysis unit 112 , and the map generation unit 113 implemented by the control unit 110 .

The input/output IF 130 is, for example, a component (interface) for users to exchange data with the server 10 . The input/output IF 130 has an input section and an output section (not shown).

An input unit in the input/output IF 130 has an interface function for inputting various information by the user, and information is input from outside the server 10 . A user inputs information to the input unit through, for example, a keyboard, mouse, touch panel, trackball, voice recognition device, or the like connected to the server 10 . Further, the input section can input information as a data input terminal for inputting data from an external storage device (not shown) or the like.

An output unit in the input/output IF 130 causes a display device (not shown) connected to the server 10 to display a premises map or the like. The display device is, for example, a display device, a projector device, or the like. The display device on which the premises map or the like is displayed can be the display unit 236 (see FIG. 3) provided in the user terminal 30 or the vehicle-mounted device 200 . A map or the like is sent to the user terminal 30 or the vehicle-mounted device 200 .

The network IF 140 is an interface that enables mutual communication between the operation management device 100 , the vehicle-mounted device 200 and the user terminal 30 via the network 40 .

In this embodiment, the vehicle 20 is, for example, a forklift and has an onboard device 200 . A forklift is generally characterized by a short wheelbase and a high vehicle height as a vehicle structure. Moreover, in this embodiment, the vehicle-mounted equipment 200 is provided in the upper part of the vehicle 20, as shown in FIG. Therefore, when the vehicle 20 passes through a bump on the road surface, the acceleration is detected by various sensors, which will be described later.

The vehicle-mounted device 200 acquires information about operation of the vehicle 20 and transmits the acquired information via the network 40 . Communication between the vehicle-mounted device 200 and the network 40 may be performed directly or may be performed via the base station 50 . Details of the vehicle-mounted device 200 will be described later.

FIG. 2 is a diagram schematically showing the vehicle 20 and the coordinate axes for explaining the correspondence relationship between the vehicle 20 and the coordinate axes in this embodiment. In this embodiment, as shown in FIG. A direction corresponding to the up-down direction (vertical direction) is defined as the Z-axis direction. That is, in this embodiment, the Y-axis direction is a direction perpendicular to the X-axis direction and the Z-axis direction.

The user terminal 30 is a terminal used by a user, and includes, for example, a PC (Personal Computer) and a mobile terminal. Via the user terminal 30 , the user can check the map information for the planned travel route of the vehicle 20 stored in the server 10 .

The network 40 is a communication network in which the server 10, the vehicle 20, and the user terminal 30 can communicate with each other, and is configured by, for example, a carrier network such as a mobile phone network, or the Internet.

FIG. 3 is a block diagram showing the configuration of the operation management device 100 and the vehicle-mounted device 200 in the operation management system 1. As shown in FIG. First, the configuration of the vehicle-mounted device 200 will be described.

(Configuration of vehicle-mounted device 200)
The vehicle-mounted device 200 includes a microcomputer 210 (CPU), a vehicle-mounted power source 221, a position information acquisition unit 222, a time information acquisition unit 223, a 3-axis G sensor 224, a 3-axis gyro sensor 225, and a short-range wireless and a communicator 226 . In addition, the vehicle-mounted device 200 includes a wide area wireless communication module 231, a nonvolatile memory 232, a volatile memory 233, an SD card 234, a switch input unit 235, a display unit 236, an audio input/output IF 237, and a camera 238. And prepare. In addition, the vehicle-mounted device 200 may have a configuration other than the above.

The microcomputer 210 realizes various functions required for the vehicle-mounted device 200 by executing preinstalled programs. Main operations of the microcomputer 210 will be described later.

The vehicle-mounted device power supply 221 turns on or off the vehicle-mounted device 200 according to whether the ignition switch of the vehicle 20 is turned on or off.

The position information acquisition unit 222 acquires the travel position of the vehicle 20 . Specifically, the location information acquisition unit 222 is configured by, for example, a GNSS (Global Navigation Satellite System) or a beacon. In this embodiment, a case where the position information acquisition unit 222 is GNSS will be described. The position information acquisition unit 222 is used to input a signal from a GNSS receiver (not shown) to the microcomputer 210 . The GNSS receiver can receive radio waves from a plurality of GNSS satellites and calculate the current position of the vehicle 20, which is the reception point. The microcomputer 210 can acquire current location information from the GNSS receiver via the location information acquisition unit 222 .

The time information acquisition unit 223 is configured by a timer or the like capable of measuring the running time of the vehicle 20 .

The 3-axis G sensor 224 is a G sensor (3-axis acceleration sensor) in 3-axis directions of the X-axis, Y-axis, and Z-axis shown in FIG. Acceleration for each axis acquired by the 3-axis G sensor 224 is input to the microcomputer 210 . 3-axis G sensor 224 includes an X-axis acceleration sensor that detects acceleration in the X-axis direction corresponding to the traveling direction of vehicle 20 . The 3-axis G sensor 224 also includes a Z-axis acceleration sensor that detects acceleration in the Z-axis direction corresponding to the vertical direction of the vehicle 20 . Furthermore, the 3-axis G sensor 224 includes a Y-axis acceleration sensor that detects acceleration in the Y-axis direction perpendicular to the X-axis direction and the Z-axis direction. That is, the 3-axis G sensor 224 is composed of an X-axis acceleration sensor, a Y-axis acceleration sensor, and a Z-axis acceleration sensor.

The triaxial gyro sensor 225 is a gyro sensor capable of measuring angular velocities around the three axes of X, Y and Z shown in FIG. Angular velocities for each axis obtained by the triaxial gyro sensor 225 are input to the microcomputer 210 .

The short-range wireless communication device 226 is an interface for inputting predetermined information from the outside of the vehicle-mounted device 200 to the microcomputer 210, or an interface for outputting predetermined information to the outside.

The wide area wireless communication module 231 has a function of securing a wireless communication line with, for example, a base station 50 provided by a mobile communication carrier and enabling wide area wireless communication. The wide area wireless communication module 231 can communicate with the base station 50 via the antenna 250 . Note that the wide area wireless communication module 231 may be configured to be capable of communicating directly with the network 40 without going through the base station 50 .

The nonvolatile memory 232 is an electronic device such as a flash memory from which data can be read and stored data can be rewritten by access from the microcomputer 210 . The nonvolatile memory 232 is used to hold data such as various parameters, constant data, and programs used by the vehicle-mounted device 200 .

The volatile memory 233 is a semiconductor memory device from which data can be freely read and written by access from the microcomputer 210 . The volatile memory 233 is used to temporarily hold various data handled by the microcomputer 210 .

The SD card 234 is detachably connected to the vehicle-mounted device 200 using a predetermined card interface (not shown). The microcomputer 210 can access the mounted SD card 234 via the card interface to read and write data.

The switch input unit 235 includes switches that generate signals representing operation states of a plurality of buttons for receiving input operations by the driver of the vehicle 20 or the like. A signal indicating the operation state of each button is input from the switch input section 235 to the microcomputer 210 .

The display unit 236 is, for example, an LCD (Liquid Crystal Display), and is an interface with a display unit (not shown) arranged on the front surface of the housing of the vehicle-mounted device 200 at a position easily visible to the driver. The display unit 236 can display map information such as a premises map on the display unit 236 under the control of the microcomputer 210 .

The audio input/output IF 237 is composed of, for example, a microphone and/or a speaker. The speaker emits a sound such as an alarm. Also, the microphone is used to record the sound when the trigger occurs.

The camera 238 is an in-vehicle camera, and is installed in a fixed state such that the background such as the road in front of the vehicle 20 can be photographed. Camera 238 has an image sensor that is imaged through, for example, a fisheye lens. The image sensor is composed of a known sensor such as a CMOS (Complementary Metal Oxide Semiconductor) sensor or a CCD (Charge Coupled Device) sensor.

As shown in FIG. 4, the microcomputer 210 of the vehicle-mounted device 200 includes a sensor information acquisition section 211, a time information acquisition section 212, a trigger information generation section 213, and a travel information transmission section 214 as functions.

The sensor information acquisition unit 211 acquires acceleration information related to sudden acceleration/deceleration occurring in the vehicle 20 via sensors provided in the vehicle 20 . Specifically, the sensor information acquisition unit 211 acquires acceleration information generated with respect to the vehicle-mounted device 200 provided in the vehicle 20 by using the 3-axis G sensor 224 and/or the 3-axis gyro sensor 225 .

The time information acquisition unit 212 acquires, for example, the elapsed time related to the acceleration acquired by the sensor information acquisition unit 211 based on the time information acquired by the time information acquisition unit 223 . Specifically, the time information acquisition unit 223 acquires how long the acceleration generated in the vehicle-mounted device 200 continues.

The trigger information generator 213 generates trigger information based on the acquired acceleration information and time information. Specifically, based on the acceleration information and the time information, the trigger information generation unit 213 generates a step trigger caused by a step on the route on which the vehicle 20 travels and a dangerous driving trigger when the vehicle 20 is in a dangerous state. Generate trigger information indicating whether or not

In this embodiment, the trigger information generation unit 213 determines that the dangerous driving trigger has occurred when the value detected by the X-axis acceleration sensor continues to be greater than the threshold for a predetermined time or longer. . In this case, the trigger information generator 213 generates trigger information indicating that the dangerous driving trigger has occurred. Further, the trigger information generation unit 213 determines that a step trigger has occurred when the time during which the value detected by the X-axis acceleration sensor remains greater than the threshold is shorter than a predetermined time. In this case, the trigger information generator 213 generates trigger information indicating that a step trigger has occurred. Specifically, the trigger information generation unit 213 of the operation management system 1 determines that the dangerous driving trigger has occurred when the value detected by the X-axis acceleration sensor remains greater than the threshold for one second or more. . On the other hand, the trigger information generation unit 213 of the operation management system 1 determines that a step trigger has occurred when the value detected by the X-axis acceleration sensor does not remain greater than the threshold for one second. In the present embodiment, the trigger information generator 213 generates trigger information as step trigger information or dangerous driving trigger information when the relationship of the following formula (1) is satisfied. Gx indicates a value detected by an acceleration sensor in the X-axis direction (X-axis acceleration sensor). Also, Sx indicates a predetermined threshold for determining trigger information.
Gx>Sx (1)

In the present embodiment, the step trigger information is information that it is determined that there is a step when the value of the acceleration sensor exceeds the threshold due to the step while the vehicle 20 is running. Dangerous driving trigger information is information indicating that the vehicle 20 is in a dangerous state when the value of the acceleration sensor exceeds the threshold due to some dangerous state while the vehicle 20 is driving. The dangerous state in this embodiment is, for example, a state in which the steering wheel is turned sharply to the left or right to avoid a shelf in a warehouse, or a state in which the vehicle suddenly brakes in front of another vehicle 20 at an intersection on the premises. is. That is, the dangerous driving trigger information is information when it is determined that the vehicle 20 is in the dangerous state described above.

The step trigger information and the dangerous driving trigger information are determined based on whether or not the condition of the above formula (1) is continuously satisfied for one second or more. For example, the trigger information generator 213 generates dangerous driving trigger information as the trigger information when the state of the above formula (1) continues for one second or longer. On the other hand, the trigger information generation unit 213 generates step trigger information as the trigger information when the state of the above formula (1) does not continue for one second. In this embodiment, the predetermined time of 1 second does not limit the configuration of the embodiment, and can be set to any value.

Further, when the value detected by the Y-axis acceleration sensor or the Z-axis acceleration sensor is larger than the threshold value, the trigger information generation unit 213 determines that the dangerous driving trigger has occurred, and trigger information indicating that the dangerous driving trigger has occurred. to generate Specifically, the trigger information generation unit 213 generates trigger information as the dangerous driving trigger information when the following formulas (2) and (3) are satisfied. Gy indicates the value of the acceleration sensor in the Y-axis direction (Y-axis acceleration sensor). Also, Sy indicates a predetermined threshold value for determining trigger information. Similarly, Gz indicates the value of the acceleration sensor in the Z-axis direction (Z-axis acceleration sensor). Also, Sz indicates a predetermined threshold for determining trigger information.
Gy>Sy (2)
Gz>Sz (3)

Further, when the dangerous driving trigger is generated, the trigger information generation unit 213 records the driving conditions of the vehicle 20 before and after the dangerous driving trigger is generated by the camera 238 (vehicle camera) provided in the vehicle 20 . On the other hand, when the step trigger is generated, the trigger information generation unit 213 does not record the driving conditions of the vehicle 20 before and after the step trigger is generated. As a result, the operation management system 1 does not record the video for the step trigger, so it is possible to reduce unnecessary trigger recording. Note that, when recording the driving situation of the vehicle 20 in this embodiment, the time before and after the generation of the dangerous driving trigger is, for example, several seconds before the generation of the dangerous driving trigger and several seconds after the generation of the dangerous driving trigger. In addition, in the present embodiment, the camera 238 temporarily saves information about the captured running condition of the vehicle 20 in the volatile memory 233 or the like. When the dangerous driving trigger is generated, the trigger information generation unit 213 records the driving conditions of the vehicle 20 captured by the camera 238 before and after the dangerous driving trigger is generated in the nonvolatile memory 232 or the volatile memory 233 .

The travel information transmission unit 214 transmits the trigger information generated by the trigger information generation unit 213 to the server 10 . This trigger information includes whether or not it is a step trigger and the value of each sensor. Each sensor value is an acceleration sensor value acquired by the three-axis G sensor 224 . Also, the travel information transmission unit 214 transmits the position information of the vehicle 20 acquired by the position information acquisition unit 222 to the server 10 .

(Configuration of Operation Management Device 100)
Next, the operation management device 100 provided in the server 10 will be described. The control unit 110 of the operation management device 100 includes, as functions, a travel information acquisition unit 111, a trigger information analysis unit 112, and a map generation unit 113, as shown in FIG. The operation management device 100 also includes a trigger information DB 121 and a map information DB 122 in the storage unit 120 .

The travel information acquisition unit 111 acquires travel information from the vehicle-mounted device 200 provided in the vehicle 20 via the network 40 . Here, the travel information includes the trigger information transmitted by the travel information transmission section 214 of the vehicle-mounted device 200 described above and the position information acquired by the position information acquisition section 222 .

The trigger information analysis unit 112 analyzes the trigger information based on the trigger information acquired by the travel information acquisition unit 111 and assigns a trigger level.

FIG. 5 is a table showing an example of conditions for determining the trigger level in trigger information analysis section 112 . In this embodiment, as shown in FIG. 5, the trigger level is assigned a value from 1 to 4 according to the degree to which the value of the acceleration sensor exceeds the threshold.

For example, in the example shown in FIG. 5, when the value of the acceleration sensor Gx is "0.6" and the threshold is "0.3", the value (0.6) of the acceleration sensor Gx is "0.5 or more." , less than 0.8”, the trigger level is “2”. Note that the trigger information analysis unit 112 similarly determines the trigger level for the acceleration sensor Gy and the acceleration sensor Gz.

The map generation unit 113 adds step trigger information and dangerous driving trigger information to the map information stored in the map information DB 122 according to the trigger level determined by the trigger information analysis unit 112 . That is, the map generator 113 generates map information reflecting the trigger information.

FIG. 6 is a diagram showing an example of a premises map generated by the map generator 113 of the operation management device 100. As shown in FIG. As shown in FIG. 6, the premises map includes premises information indicating roads, warehouses, and obstacles such as cargo, step locations acquired by the vehicle-mounted device 200 and determined by the server 10, and dangerous driving locations. shown.

In the example shown in FIG. 6, this step location and dangerous driving location are assigned symbols and the like to show the difference. For example, in the example shown in FIG. 6, a "step" is assigned a triangular mark, and a "dangerous driving point" is assigned a circular mark. Further, the marks indicating the "step" and the "dangerous driving point" have different sizes of triangular and circular shapes, respectively, according to the trigger level. That is, the larger the degree (trigger level) of the "step location" and the "dangerous driving location", the larger the size of the shape shown on the premises map.

(Outline of processing flow of operation management system 1)
Next, the flow of processing in the operation management system 1 will be described using flowcharts shown in FIGS. 7 and 8. FIG. A series of operations of the operation management system 1 shown in the flowcharts of FIGS. 7 and 8 are started when the vehicle-mounted device 200 and/or the operation management device 100 are activated, and the vehicle-mounted device 200 and/or the operation management device 100 are terminated. This completes the process. In addition, in the flowcharts shown in FIGS. 7 and 8, the processing is terminated by turning off the power or interrupting the end of the processing. In addition, in the explanation of the flowcharts below, the same contents as those described in the above explanations of the traffic control system 1 and the traffic control device 100 will be omitted or simplified.

FIG. 7 is a flowchart showing an example of processing in the vehicle-mounted device 200. As shown in FIG.

In step S701, the vehicle 20 starts running. Along with this, the vehicle-mounted power supply 221 is turned on, and acquisition of information from each sensor is started. After that, the process proceeds to step S702.

In step S702, the trigger information generation unit 213 generates trigger information based on the acquired sensor information and time information. Specifically, the trigger information generator 213 determines whether or not the above formula (1) is satisfied. In step S703, when the trigger information generation unit 213 determines that the acceleration sensor value Gx for the X axis exceeds the threshold value Sx (step S702: YES), the process proceeds to step S703. On the other hand, when the trigger information generation unit 213 determines in step S702 that the acceleration sensor value Gx for the X axis is equal to or less than the threshold value Sx (step S702: NO), the process proceeds to step S704.

In step S703, the trigger information generation unit 213 determines whether or not the state satisfying the above formula (1) has continued for one second. In step S703, when the trigger information generation unit 213 determines that the state satisfying the above formula (1) has continued for one second or more (step S703: YES), the process proceeds to step S705. On the other hand, when the trigger information generation unit 213 determines in step S703 that the state satisfying the above formula (1) has not continued for one second (step S703: NO), the process proceeds to step S706. .

In step S704, the trigger information generation unit 213 determines whether the acceleration sensor values Gy and Gz for the Y-axis and Z-axis have exceeded predetermined threshold values Sy and Sz. In step S704, when the trigger information generation unit 213 determines that the above formula (2) or formula (3) is satisfied (step S704: YES), the process proceeds to step S705. On the other hand, when the trigger information generating unit 213 determines in step S704 that the relationships of the above formulas (2) and (3) are not satisfied (step S704: NO), the process proceeds to step S708.

In step S705, the trigger information generation unit 213 determines that the vehicle 20 is driving dangerously, and generates dangerous driving trigger information as trigger information. After that, the process proceeds to step S707.

In step S706, the trigger information generation unit 213 determines that the vehicle 20 has traveled over a location with a step, and generates step trigger information as trigger information. After that, the process proceeds to step S707.

In step S<b>707 , the travel information transmission unit 214 transmits the trigger information generated by the trigger information generation unit 213 and the position information of the vehicle 20 to the server 10 . The process then proceeds to step S708.

In step S708, the microcomputer 210 determines whether or not the vehicle 20 has finished running. When the microcomputer 210 determines in step S708 that the vehicle 20 has finished traveling (step S708: YES), the process ends. On the other hand, if the microcomputer 210 determines in step S708 that the vehicle 20 has not finished running (step S708: NO), the process returns to step S702, and the process from step S702 is repeated. be.

FIG. 8 is a flowchart showing an example of processing of the operation management device 100 provided in the server 10. As shown in FIG.

In step S<b>801 , the control unit 110 starts communication with the vehicle-mounted device 200 . After that, the process proceeds to step S802.

In step S<b>802 , the travel information acquisition unit 111 acquires trigger information transmitted from the vehicle-mounted device 200 . After that, the process proceeds to step S803.

In step S<b>803 , the travel information acquisition unit 111 acquires the position information of the vehicle 20 transmitted from the vehicle-mounted device 200 . After that, the process proceeds to step S804.

In step S804, the trigger information analysis unit 112 performs trigger G value leveling. Specifically, the trigger information analysis unit 112 determines the trigger level based on the determination formula shown in FIG. 5 described above. After that, the process proceeds to step S805.

In step S805, the trigger information analysis unit 112 determines whether or not the trigger information relates to running on bumps. Specifically, the trigger information analysis unit 112 determines whether or not the trigger information is step trigger information related to step running. When the trigger information analysis unit 112 determines in step S805 that the trigger information relates to running on a step (step S805: YES), the process proceeds to step S806. On the other hand, when the trigger information analysis unit 112 determines in step S805 that the trigger information does not relate to running on bumps (step S805: NO), the process proceeds to step S807.

In step S806, the map generation unit 113 adds the trigger occurrence position and the trigger level to the premises map as step information. Specifically, a figure indicating step information is added to the premises map as shown in FIG. 6 in a size corresponding to the trigger level. The process then proceeds to step S808.

In step S807, the map generator 113 adds the trigger generation position and the trigger level to the premises map as danger information (dangerous driving information). Specifically, a figure indicating the dangerous driving information is added to the premises map as shown in FIG. 6 in a size corresponding to the trigger level. The process then proceeds to step S808.

In step S808, control unit 110 determines whether or not communication ends. Here, the end of communication is, for example, when the target vehicle 20 has finished running, or when the end of processing is set by the user via the input/output IF 130 of the server 10, the processing in the operation management device 100 ends. In step S808, when control unit 110 determines that the communication ends (step S808: YES), the process ends. On the other hand, when control unit 110 determines in step S808 that communication will not end (step S808: NO), the process returns to step S802, and the process from step S802 is repeatedly executed.

As described above, the operation management system 1 in the first embodiment includes the sensor information acquisition unit 211, the trigger information generation unit 213, and the map generation unit 113 that generates map information reflecting the trigger information. The sensor information acquisition unit 211 acquires acceleration information related to sudden acceleration/deceleration occurring in the vehicle 20 via sensors. Based on the acceleration information, the trigger information generation unit 213 generates trigger information indicating whether or not a step trigger caused by a step on the route on which the vehicle 20 travels and a dangerous driving trigger when the vehicle 20 is in a dangerous state have occurred. to generate In addition, when the dangerous driving trigger occurs, the trigger information generation unit 213 records the driving conditions of the vehicle 20 captured by the camera 238 provided in the vehicle 20 before and after the dangerous driving trigger is generated. On the other hand, when the step trigger is generated, the trigger information generation unit 213 does not record the driving conditions of the vehicle 20 captured by the camera 238 before and after the step trigger is generated.

With this configuration, the operation management system 1 does not record video in step triggers, so it is possible to reduce unnecessary trigger recording.

Further, the sensors of the operation management system 1 are the 3-axis G sensor 224 and include an X-axis acceleration sensor that detects acceleration in the X-axis direction corresponding to the traveling direction of the vehicle 20 . The sensors of the operation management system 1 are the 3-axis G sensor 224 and include a Z-axis acceleration sensor that detects acceleration in the Z-axis direction corresponding to the vertical direction of the vehicle 20 . Furthermore, the sensors of the operation management system 1 are the 3-axis G sensor 224, and include a Y-axis acceleration sensor that detects acceleration in the Y-axis direction, which is perpendicular to the X-axis direction and the Z-axis direction. That is, the sensor of the operation management system 1 is the 3-axis G sensor 224, which is a 3-axis acceleration sensor composed of an X-axis acceleration sensor, a Y-axis acceleration sensor, and a Z-axis acceleration sensor.

With this configuration, the operation management system 1 can detect the acceleration in the directions of three axes with respect to the vehicle 20, and can detect complicated running conditions in the running of the vehicle 20. FIG.

Further, the trigger information generation unit 213 of the operation management system 1 determines that the dangerous driving trigger is generated when the value detected by the X-axis acceleration sensor continues to be greater than the threshold for a predetermined time or longer. can be determined. In this case, the trigger information generator 213 may generate trigger information indicating that the dangerous driving trigger has occurred. In addition, the trigger information generation unit 213 generates a step trigger when the time for which the value detected by the X-axis acceleration sensor continues to be greater than the threshold is shorter than a predetermined time, that is, when it does not continue for the predetermined time. It may be determined that In this case, the trigger information generator 213 may generate trigger information indicating that the step trigger has occurred. Specifically, the trigger information generation unit 213 of the operation management system 1 determines that the dangerous driving trigger has occurred when the value detected by the X-axis acceleration sensor remains greater than the threshold for one second or longer. . On the other hand, the trigger information generation unit 213 of the operation management system 1 determines that a step trigger has occurred when the value detected by the X-axis acceleration sensor does not remain greater than the threshold for one second. With this configuration, the operation management system 1 can make a more accurate judgment in determining a step trigger due to a step and a dangerous driving trigger due to dangerous driving.

Furthermore, when the value detected by the Y-axis acceleration sensor or the Z-axis acceleration sensor is greater than the threshold value, the trigger information generation unit 213 of the operation management system 1 determines that the dangerous driving trigger has occurred, and the dangerous driving trigger has occurred. Generate trigger information indicating what has been done. With this configuration, the operation management system 1 can detect many dangerous driving events using the Y-axis acceleration sensor or the Z-axis acceleration sensor in determining dangerous driving triggers, thereby preventing omissions in determining dangerous driving triggers. becomes possible.

(Second embodiment)
As described above, one specific embodiment has been described, but the above-described embodiment is an example and does not limit the embodiment. For example, in the above-described embodiment, the system in which the operation management device 100 generates a map based on the travel information acquired by the vehicle-mounted device 200 has been exemplified. Here, in the vehicle-mounted device 200, a configuration different from that of the first embodiment will be further described for the operation management system 1 that issues an alarm when there is a dangerous spot on the route based on the map information.

As shown in FIG. 9, the microcomputer 210 of the vehicle-mounted device 200 in the operation management system 1 according to the second embodiment includes a map information acquisition unit 215, a route determination unit 216, and an alarm control unit 217 as functions. This is different from the above-described first embodiment in this respect.

The map information acquisition unit 215 acquires map data from the server 10 . Specifically, the map information acquisition unit 215 acquires map information generated by the map generation unit 113 of the operation management device 100 and stored in the map information DB 122 via the network 40 .

The route determination unit 216 determines whether the position of the traveling vehicle 20 is in the vicinity of a step or a dangerous travel location indicated in the map information.

The alarm control unit 217 performs control to issue an alarm when the traveling position of the vehicle 20 approaches the location of the trigger information reflected in the map information. Specifically, when the route determination unit 216 determines that the position of the vehicle 20 during travel is around a step or a dangerous travel location shown in the map information, the alarm control unit 217 controls the voice input. An alarm is issued via the output IF 237 . Note that the alarm by the alarm control unit 217 is not limited to the configuration that is issued via the voice input/output IF 237. For example, the alarm control unit 217 is configured to display the alarm on the screen via the display unit 236. may be Furthermore, the alarm control unit 217 may be configured to issue an alarm from both the audio input/output IF 237 and the display unit 236 .

Next, the flow of processing in the operation management system 1 according to the second embodiment will be described using the flowchart shown in FIG. A series of operations of the operation management system 1 shown in the flowchart of FIG. 10 are started when the onboard device 200 is activated, and the process ends when the onboard device 200 ends. In addition, in the flowchart shown in FIG. 10, the processing is terminated by turning off the power or interrupting the end of the processing. In addition, in the explanation of the flowcharts below, the same contents as those described in the above explanations of the traffic control system 1 and the traffic control device 100 will be omitted or simplified.

In step S<b>1001 , the vehicle-mounted device 200 starts communication with the server 10 . After that, the process proceeds to step S1002.

In step S<b>1002 , the map information acquisition unit 215 acquires map data from the server 10 . Specifically, in step S<b>1002 , the map information acquisition unit 215 acquires map information stored in the map information DB 122 of the operation management device 100 via the network 40 . After that, the process proceeds to step S1003.

In step S1003, the vehicle-mounted device 200 starts measuring various sensor information. After that, the process proceeds to step S1004.

In step S1004, the vehicle 20 starts running. After that, the process proceeds to step S1005.

In step S1005, the route determination unit 216 determines whether or not the position of the running vehicle 20 is in the vicinity of the step shown in the map information. In step S1005, when the route determination unit 216 determines that the position of the running vehicle 20 is in the vicinity of the step shown in the map information (step S1005: YES), the process proceeds to step S1006. On the other hand, in step S1005, when the route determination unit 216 determines that the position of the vehicle 20 during travel is not in the vicinity of the step shown in the map information (step S1005: NO), the process proceeds to step S1007.

In step S1006, the warning control unit 217 issues a step warning. Specifically, the warning control unit 217 issues a warning to the driver that there is a step near the vehicle 20 via the speaker of the voice input/output IF 237 . After that, the process proceeds to step S1007.

In step S1007, the route determination unit 216 determines whether or not the position of the vehicle 20 during travel is in the vicinity of the dangerous travel location indicated by the map information. In step S1007, when the route determination unit 216 determines that the position of the traveling vehicle 20 is in the vicinity of the dangerous travel location indicated in the map information (step S1007: YES), the process proceeds to step S1008. On the other hand, in step S1007, when the route determination unit 216 determines that the position of the traveling vehicle 20 is not in the vicinity of the dangerous travel location indicated in the map information (step S1007: NO), the process proceeds to step S1009. .

In step S1008, the warning control unit 217 issues a dangerous driving warning. Specifically, the warning control unit 217 issues a warning to the driver via the speaker of the voice input/output IF 237 to the effect that there is a dangerous driving spot near the vehicle 20 . After that, the process proceeds to step S1009.

In step S1009, the vehicle-mounted device 200 performs determination processing. Specifically, the vehicle-mounted device 200 executes steps S702 to S707 of the determination process shown in FIG. Since the processing in step S1009 is the same as the processing from step S702 to step S707 in FIG. 7 described above, the description is omitted here. The process then proceeds to step S1010.

In step S1010, microcomputer 210 determines whether or not the vehicle has finished running. In step S1010, when microcomputer 210 determines that the running has ended (step S1010: YES), the process proceeds to step S1011. On the other hand, if microcomputer 210 determines in step S1010 that the vehicle has not finished running (step S1010: NO), the process returns to step S1005, and the processes from step S1005 are repeatedly executed.

In step S1011, the vehicle-mounted device 200 ends the measurement by each sensor. After that, the process proceeds to step S1012.

In step S<b>1012 , the vehicle-mounted device 200 terminates communication with the server 10 . Processing then ends.

As described above, the vehicle-mounted device 200 according to the second embodiment includes the map information acquisition section 215 that acquires map information generated by the map generation section 113 . The vehicle-mounted device 200 also includes a positional information acquisition unit 222 that acquires the travel position of the vehicle. Furthermore, the vehicle-mounted device 200 according to the second embodiment includes an alarm control unit 217 that issues an alarm when the traveling position of the vehicle 20 approaches the location of the trigger information reflected in the map information.

With this configuration, the vehicle 20 in the operation management system 1 issues an alarm based on the trigger information reflected in the map information, so the operator of the vehicle 20 can recognize the step location and the dangerous travel location. . Therefore, the operation management system 1 enables appropriate operation management.

(Other embodiments)
Although the embodiment has been described in detail with reference to the drawings, the present embodiment is not limited by the contents described in the above embodiment. In addition, the components described above include components that can be easily assumed by those skilled in the art and components that are substantially the same. Furthermore, the configurations described above can be combined as appropriate. Further, various omissions, substitutions, or changes in configuration can be made without departing from the gist of the embodiments.

In the above-described embodiment, the operation management system 1 determines the trigger information in the vehicle-mounted device 200 provided in the vehicle 20, and generates a map based on the trigger information transmitted from the vehicle-mounted device 200 in the server 10. rice field. However, the configuration of the operation management system 1 is not limited to this. For example, the operation management system 1 may be configured as so-called cloud computing in which the server 10 collects data acquired by the 3-axis G sensor 224, and the server 10 determines trigger information and generates a map. By configuring the operation management system 1 as cloud computing in this way, it is possible to unify information and appropriately manage the operation of each vehicle 20 . In addition, by configuring the operation management system 1 as cloud computing, it becomes possible to determine the trigger information by the server 10 having higher performance than the on-vehicle device 200, and the accuracy of the determination result of the trigger information can be improved. becomes possible.

Alternatively, the operation management system 1 may be configured as so-called edge computing in which the determination of trigger information and the generation of a map are performed by the on-vehicle device 200 of each vehicle 20, for example. In that case, the network 40 can also be configured as an in-vehicle network configured by wire or wireless for short-range communication. By configuring the operation management system 1 as edge computing in this way, there is no need for communication between the vehicle 20 and the server 10, and the effects of communication delays and communication failures between the vehicle 20 and the server 10 are eliminated. becomes possible.

In addition, a computer program (operation management program) that causes a computer to execute the processing (operation management method) in the operation management system 1 described above, and a computer-readable recording medium that records the program are included in the scope of the present embodiment. be Here, any type of computer-readable recording medium may be used. The computer program is not limited to being recorded on the recording medium, and may be transmitted via an electric communication line, a wireless or wired communication line, a network represented by the Internet, or the like.

Features of the traffic control system 1 and the traffic control method are described below.

The operation management system 1 according to the first aspect includes a sensor information acquisition unit 211 that acquires acceleration information related to sudden acceleration/deceleration occurring in the vehicle 20 via sensors provided in the vehicle 20 . In addition, based on the acceleration information, the operation management system 1 generates a trigger indicating whether or not a step trigger caused by a step on the route on which the vehicle 20 travels and a dangerous driving trigger when the vehicle 20 is in a dangerous state have occurred. A trigger information generator 213 for generating information is provided. The operation management system 1 also includes a map generator 113 that generates map information reflecting the trigger information. The trigger information generation unit 213 of the operation management system 1 records the driving conditions of the vehicle 20 before and after the occurrence of the dangerous driving trigger captured by an in-vehicle camera provided in the vehicle 20 when the dangerous driving trigger is generated. Further, when the step trigger is generated, the trigger information generation unit 213 of the operation management system 1 does not record the driving conditions of the vehicle 20 before and after the step trigger, which is imaged by the in-vehicle camera.

According to the above configuration, the operation management system 1 does not record video in response to step triggers, so it is possible to reduce unnecessary trigger recording.

The operation management system 1 according to the second aspect may include a map information acquisition section 215 that acquires map information generated by the map generation section 113 . The operation management system 1 may also include a position information acquisition unit 222 that acquires the travel position of the vehicle 20 . Further, the operation management system 1 may include an alarm control unit 217 that issues an alarm when the travel position of the vehicle 20 approaches the location of the trigger information reflected in the map information.

According to the above configuration, the vehicle 20 in the operation management system 1 issues an alarm based on the trigger information reflected in the map information. can be done. Therefore, the operation management system 1 enables appropriate operation management.

A sensor of the operation management system 1 according to the third aspect may include an X-axis acceleration sensor that detects acceleration in the X-axis direction corresponding to the traveling direction of the vehicle 20 . Further, the sensors of the operation management system 1 may include a Z-axis acceleration sensor that detects acceleration in the Z-axis direction corresponding to the vertical direction of the vehicle 20 . Furthermore, the sensors of the operation management system 1 may include a Y-axis acceleration sensor that detects acceleration in the Y-axis direction, which is perpendicular to the X-axis direction and the Z-axis direction. That is, the sensors of the operation management system 1 may be three-axis acceleration sensors configured by an X-axis acceleration sensor, a Y-axis acceleration sensor, and a Z-axis acceleration sensor.

According to the above configuration, the operation management system 1 can detect the acceleration in the directions of three axes with respect to the vehicle 20, and can detect the complicated traveling state of the vehicle 20 traveling.

The trigger information generation unit 213 of the operation management system 1 according to the fourth aspect generates a dangerous driving trigger when the value detected by the X-axis acceleration sensor continues to be greater than the threshold for a predetermined time or longer. may be determined to have occurred. In this case, the trigger information generator 213 may generate trigger information indicating that the dangerous driving trigger has occurred. In addition, the trigger information generation unit 213 of the operation management system 1 according to the fourth aspect, when the time for which the value detected by the X-axis acceleration sensor continues to be greater than the threshold is shorter than the predetermined time, the step trigger may be determined to have occurred. In this case, the trigger information generator 213 may generate trigger information indicating that the step trigger has occurred.

According to the above configuration, the operation management system 1 can make a more accurate judgment in determining a step trigger due to a step and a dangerous driving trigger due to dangerous driving.

The trigger information generation unit 213 of the operation management system 1 according to the fifth aspect determines that a dangerous travel trigger has occurred when the value detected by the Y-axis acceleration sensor or the Z-axis acceleration sensor is greater than a threshold, Trigger information may be generated to indicate that a travel trigger has occurred.

According to the above configuration, the operation management system 1 can detect many dangerous driving events by using the Y-axis acceleration sensor or the Z-axis acceleration sensor in determining the dangerous driving trigger, thereby preventing omissions in the determination of the dangerous driving trigger. can be prevented.

The operation management method according to the sixth aspect is an operation management method executed by a computer, and acquires acceleration information regarding sudden acceleration/deceleration occurring in the vehicle 20 via a sensor provided in the vehicle 20 . In addition, the operation management method records, based on the acceleration information, the driving conditions of the vehicle before and after the occurrence of the step trigger captured by the in-vehicle camera when the step trigger occurs due to the step on the route on which the vehicle travels. Instead, it generates trigger information indicating that a step trigger has occurred. Further, in the operation management method, when a dangerous driving trigger is generated when the vehicle 20 is in a dangerous state based on the acceleration information, before and after the dangerous driving trigger captured by an on-board camera provided in the vehicle 20 is generated. of the vehicle 20 is recorded. Further, based on the acceleration information, the operation management method generates trigger information indicating that a dangerous driving trigger has occurred when the vehicle 20 is in a dangerous state and a dangerous driving trigger has occurred. Furthermore, the operation management method generates map information reflecting the trigger information.

According to the above configuration, since the operation management method does not record video in response to step triggers, it is possible to reduce unnecessary trigger recording.

1 operation management system 100 operation management device 111 travel information acquisition unit 112 trigger information analysis unit 113 map generation unit 200 vehicle-mounted device 211 sensor information acquisition unit 212 time information acquisition unit 213 trigger information generation unit 214 travel information transmission unit

Claims (6)

a sensor information acquisition unit that acquires acceleration information related to sudden acceleration or deceleration occurring in the vehicle via a sensor provided in the vehicle;
Trigger information generation for generating, based on the acceleration information, trigger information indicating whether or not a step trigger caused by a step on a route on which the vehicle travels and a dangerous driving trigger when the vehicle is in a dangerous state have occurred. Department and
a map generator that generates map information reflecting the trigger information;
When the dangerous driving trigger occurs, the trigger information generating unit records driving conditions of the vehicle before and after the dangerous driving trigger occurs, which are captured by an in-vehicle camera provided in the vehicle, and
The operation management system, wherein, when the step trigger is generated, the trigger information generation unit does not record the driving conditions of the vehicle before and after the step trigger, which is imaged by the in-vehicle camera. a map information acquisition unit that acquires the map information generated by the map generation unit;
a position information acquisition unit that acquires a travel position of the vehicle;
2. The operation management system according to claim 1, further comprising an alarm control unit that issues an alarm when the traveling position of the vehicle approaches the location of the trigger information reflected in the map information. The sensors include an X-axis acceleration sensor that detects acceleration in the X-axis direction corresponding to the traveling direction of the vehicle, a Z-axis acceleration sensor that detects acceleration in the Z-axis direction that corresponds to the vertical direction of the vehicle, and the X-axis acceleration sensor. 3. The operation management system according to claim 1, wherein the three-axis acceleration sensor is composed of a Y-axis acceleration sensor that detects acceleration in the Y-axis direction perpendicular to the direction and the Z-axis direction. The trigger information generation unit determines that the dangerous driving trigger has occurred when the value detected by the X-axis acceleration sensor continues to be greater than a threshold for a predetermined time or longer, and determines that the dangerous driving trigger has occurred. generating the trigger information indicating that a travel trigger has occurred;
The trigger information generation unit determines that the step trigger has occurred when a time period during which the value detected by the X-axis acceleration sensor continues to be greater than the threshold value is shorter than the predetermined time period. 4. The operation management system according to claim 3, which generates said trigger information indicating that a trigger has occurred. The trigger information generation unit determines that the dangerous driving trigger has occurred when the value detected by the Y-axis acceleration sensor or the Z-axis acceleration sensor is greater than the threshold, and determines that the dangerous driving trigger has occurred. 5. The operation management system according to claim 4, which generates the trigger information to indicate. A computer-implemented operation management method comprising:
Acquiring acceleration information related to sudden acceleration and deceleration occurring in the vehicle via a sensor provided in the vehicle,
Based on the acceleration information, when a step trigger is generated due to a step on the route on which the vehicle travels, travel of the vehicle before and after the occurrence of the step trigger captured by an in-vehicle camera provided in the vehicle is performed. generating trigger information indicating that the step trigger has occurred without recording the situation;
recording the driving conditions of the vehicle before and after occurrence of the dangerous driving trigger imaged by the vehicle-mounted camera when a dangerous driving trigger is generated when the vehicle is in a dangerous state based on the acceleration information; An operation management method comprising generating the trigger information indicating that the dangerous driving trigger has occurred, and generating map information reflecting the trigger information.

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