JP5886634B2 - Operation management method for moving objects - Google Patents

Description

The present invention relates to operation control how the mobile, in particular, vehicles such as automobiles, trains, ships, safety management technology for achieving prevention of accidents in accordance with the operation (operational) mode, such as an aircraft.

  At present, efforts to eliminate traffic accidents are being carried out from various viewpoints by the government, transportation-related operators, individual drivers, etc. As one of such efforts, safety driving education and safety driving awareness activities for drivers, etc. Is mentioned. In these education and activities, safe driving diagnosis and measurement and determination by a simulator are performed. In addition, a driving skill determination system that determines safety and efficiency according to a driving mode has been proposed (see Patent Document 1 below).

  On the other hand, by installing a drive recorder in the vehicle and recording video and sound, it is possible to detect the impact and leave a record in the event of an accident so that the situation of the accident can be ascertained after the accident The cause is analyzed (see Patent Document 2 below). Further, it is determined whether or not the specific behavior has occurred from the traveling data of the traveling body according to a predetermined condition, and information relating to the specific behavior of the traveling body is recorded on a recording medium according to the fact that the specific behavior has occurred, and based on this information A method of analyzing the operating tendency of the traveling body has also been proposed (see Patent Document 3 below).

  In addition, by detecting the state quantity (position, speed, acceleration, traveling direction) and operation amount (acceleration operation, steering operation) of the moving body, and comparing these with the operation standard according to the state quantity of the moving body, driving An operation management system that detects an unsafe behavior of a person has been proposed (see Patent Document 4 below). Further, when the abnormal approach event detected by the obstacle detection means is recognized, if the biological reaction data acquired by the biological reaction detection means is within the safe range and the driver is not aware of the danger, A driving support system has been proposed in which history information is recorded as weak point information so that the information can be used to prevent the occurrence of a traffic accident (see Patent Document 5 below).

JP 2008-298999 A Japanese Patent Laid-Open No. 10-63905 JP 2000-290354 A Japanese Patent Application No. 2007-15497 JP 2007-65997 A

  In general, accident prevention measures based on Heinrich's law are the mainstream. The main point of the countermeasure is to grasp the attempted accident at the near-miss stage, and use it as a trigger to investigate and verify from the environment, car, and human aspects, and in the human aspect, Or, it is an effort to prevent accidents through mental ability surveys, education and training. This approach has the following weak points and problems to be described later. The first is a mechanism in which the situation grasp that triggers accident countermeasures is detected by the amount of situation and operation amount of the moving object such as sound, impact, specific behavior, etc., so much unnecessary information is collected. Or the situation where necessary information is not collected occurs. In the former, useless information detection due to road irregularities frequently occurs, and in the latter, dangerous driving that ignores pedestrians, dangerous driving that ignores driving environments such as no light, oncoming lane driving, greatly exceeding the speed limit, etc. This is an example. The former is dealt with by visual check, and the latter is widely used as a countermeasure against omission, in which the operation state is always recorded for preliminary purposes. This is just an extension of the previous approach.

  In the conventional traffic safety education, it is difficult to provide guidance according to the driving mode of the person receiving the education. In order to compensate for this, there are cases where safe driving diagnosis, driving skill determination, and the like are performed, but it is not possible to grasp daily driving modes according to actual complicated surrounding conditions. In addition, driving operations that are targets of safe driving diagnosis and driving skill determination are incorporated in advance as elements, and detailed evaluation according to various driving modes cannot be performed.

  In addition, in the method of analyzing the recording by the conventional drive recorder described above, although the actual driving situation can be grasped specifically by video or recording, only the recording is retained when an impact or sound is detected. Although it is possible to investigate the cause of the accident and take countermeasures, the daily driving operation of the driver cannot be recorded. In addition, since a large number of various driving modes cannot be collected, there is a problem that the amount of information necessary for safe driving education cannot be secured. Furthermore, because the purpose is to record at the time of the accident, the entire operation process is not recorded, or even if it is recorded, it cannot be used for vehicle operation management such as transportation business due to inadequate mechanism of use. There is also a problem.

  Furthermore, the methods of detecting unsafe behaviors and detecting dangerous behaviors that do not have a biological reaction cannot understand the habits and habits of various individual drivers. There is a problem that it is impossible to provide guidance and education. For this reason, it is conceivable to record video images during driving on a daily basis with the above-described conventional drive recorder, and to clarify the problems of the driving operation of the driver based on the video recording. However, since the above video recording has a huge amount of data, it is not efficient to grasp the individual problems of the driver based on the video recording.

  Therefore, the present invention solves the above-mentioned problems, the problem is to clarify the driving habits, habits, defects, etc. due to the driver's values, subconsciousness, ability, etc. Based on the idea of identifying signs of accidents lurking in it and improving them in normal behavior to prevent accidents, the operation management method for mobile objects that can be effective in preventing accidents in operation and this method It is in providing the operation condition management system suitable when implementing.

  In view of such a situation, the moving body operation management method of the present invention is derived from the acquired information acquired in the moving body, and the video data and the movement reflecting the operation state of the moving body resulting from the driving operation by the driver. An operation management method for a moving body using operation information including data, wherein an important point is recorded in accordance with an operation recording step for recording the operation information and a point setting operation for setting the portion of the operation information as an important point. The extraction means extracts the important point from the operation information, and also represents the environment around the moving body corresponding to the important point and the driving of the driver corresponding to the environment surrounding the moving body. An important point extracting step for recording the important point in association with the point situation or the type indicating at least one of the operation modes In response to a point designating operation for designating the point situation or its type, the important point display means reproduces and displays the video data of the important point corresponding to the designated point situation or its type, and the driver And an important point browsing step for browsing.

  According to this invention, the operation information recorded in the operation recording step is extracted from the operation information according to the point setting operation in the important point extraction step, and the point information corresponding to the important point or the type thereof is extracted. Recorded in association. Then, in the important point browsing step, the video data of the important point corresponding to the point situation designated by the point designation operation or its type is reproduced and displayed by the important point display means, and the driver views it. Therefore, by specifying the point status or its type, the corresponding important point can be easily selected, and the important point corresponding to the type of point status in the operation information can be easily reproduced and displayed, so a huge amount of operation information Even if the video data is not browsed for a long time, it is possible to manage the main part reliably and easily in a short time. As a result, since it is possible to easily take out the driving operation mode at a specific point for daily operation of the moving body, not only the accident mode and the near-miss example, but can grasp the driver's daily driving habits, Driving information that reflects habits, habits, faults, etc. related to the specific environment surrounding the moving body or driving operation, which arises from the driver's values, subconsciousness, ability, etc., intensively and clearly in a precise management cycle Can tell. In other words, by promoting the driver's awareness and making it easier to carry out improvements and corrections regarding specific driving operation modes in a specific environment surrounding a moving body, conventional analysis and investigation of the cause of accidents, indications of near misses, etc. It is possible not only to prevent accidents, but to prevent accidents. In the present specification, the point setting operation may include both a part setting operation for setting a part of the operation information and a situation specifying operation for specifying a point situation or its type. When the important point extraction means has an automatic detection function for searching for movement data of the operation information and automatically detecting a part of the operation information corresponding to a predetermined point situation or its type, the automatic detection Only a function instruction operation such as a button for generating a function may be used, or only a point designating operation for designating a point situation or a type to be an object of the automatic detection function. That is, the point setting operation may include at least one of the function instruction operation, the situation specifying operation, and the partial setting operation.

  In the present invention, the second operation recording step for recording the second operation information resulting from the driving operation by the driver acquired after the important point browsing step, and the second operation recording step by the important point display means. It is preferable that the method further includes an important point confirmation step of reproducing and displaying the video data corresponding to the important point in the operation information. According to this, the second operation information resulting from the driving operation by the driver after browsing the important point of the operation information in the important point browsing step is recorded, and then the second operation information is recorded in the important point confirmation step. By reproducing and displaying the video data of the portion corresponding to the important point in the operation information, the degree of improvement of the driving operation mode of the driver can be surely grasped.

  Next, another mobile operation management method according to the present invention is derived from the acquired information acquired in the mobile object, and the video data and the movement data reflect the operation state of the mobile object resulting from the driving operation by the driver. The operation management method of the mobile body using the operation information including the checkpoint indicating the checkpoint that is a passing point of the mobile body based on the movement data in the operation information by the check information search means based on the check information indicating the checkpoint A check information search step for searching the check information, a check point display step for displaying the position of the check portion corresponding to the check point in the operation information by the check information display means, and a check information instruction for indicating the check portion in the operation information According to the operation, the check is performed by the video playback display means. Characterized by comprising a check portion displaying step for reproducing and displaying the partial of the image data.

  According to this invention, based on the check information indicating the check point that is the passing point of the mobile object, the check point is searched for the operation information by the check information search means, and the check point in the operation information is checked by the check information display means. When the position of the check portion corresponding to is displayed, the video reproduction display means reproduces and displays the video data of the specified check portion in response to the check information instruction operation. Therefore, it is possible to know the position of the check part corresponding to the check point in the operation information, so that the main part can be managed reliably and easily in a short time without browsing the video data of the enormous operation information for a long time. Is possible. As a result, since it is possible to easily take out the driving operation mode at a specific check point for daily operation of the moving body, it is possible to grasp not only the accident mode and the near-miss example but also the daily driving habits of the driver. , Driving information that reflects habits, habits, defects, etc. related to the specific environment surrounding the moving body or driving operation resulting from the driver's values, subconsciousness, ability, etc., in an intensive and clear manner in an accurate management cycle I can tell the driver. In other words, by promoting the driver's awareness and making it easier to carry out improvements and corrections related to specific driving operation modes in the specific environment surrounding the moving body at checkpoints, it is possible to analyze and investigate accident causes as in the past, and near-miss events. This makes it possible to prevent fundamental accidents, not just prevent accidents.

  In the present invention, the check information includes a point situation or a type indicating at least one of a driving environment surrounding the moving body and an environment of the driver corresponding to the moving environment surrounding the environment of the check point, In the check information display step, it is preferable that the point status corresponding to the check point or its type is displayed together with the positioning of the check portion. According to this, since the check point is associated with the point situation and the point situation corresponding to the check point or its type is displayed together with the position of the check part in the check information display step, the point situation or the type thereof is confirmed. Since the video data can be reproduced and displayed by designating the check portion, the check portion can be selectively browsed according to the point situation or its type.

  In the present invention, the check information includes a point situation or a type indicating at least one of a driving environment surrounding the moving body and an environment of the driver corresponding to the moving environment surrounding the environment of the check point, In the check information search step, the check information search unit associates the point situation or the type specified by the check information search unit according to a search target specifying operation for specifying the point situation or the type to be searched. Preferably checkpoints are selectively retrieved. According to this, since the check point is associated with the point situation or its type, only the check portion that satisfies the desired point situation is obtained by searching for the associated point situation or the limited check point. You can select and browse the check part.

  Next, another mobile operation management method according to the present invention is derived from the acquired information acquired in the mobile object, and the video data and the movement data reflect the operation state of the mobile object resulting from the driving operation by the driver. A mobile operation management method using operation information including a check of a passing point in the one operation information in a state in which the one operation information is captured by the video reproduction display means and the video data is reproduced and displayed. In accordance with a check information setting operation for setting a point, a check information registration step of registering check information indicating the check point using the movement data by a check information registration unit; In the operation information, or acquired by a moving body, driver, or acquisition time different from the one operation information In the other operation information derived from the obtained information, the one operation information or the other operation information is obtained by the check information search step for searching the check point by the movement data based on the check information and the check information display means. In response to a checkpoint display step for displaying the position of the check portion corresponding to the checkpoint in the check information indicating operation for instructing the check portion with respect to the one operation information or the other operation information. And a check part display step of reproducing and displaying the video data of the check part by a reproduction display means.

  According to the present invention, in a state in which video data is reproduced and displayed for a certain operation information by the video reproduction display means, a check point that is a predetermined passing point is set by the check point registration means in accordance with the check information setting operation. The check information shown is registered. Then, a check point is searched by the check information search means for the one operation information or other operation information, and the position of the check portion corresponding to the check point in the other operation information is displayed by the check information display means. In response to the check information instruction operation, the video reproduction display means reproduces and displays the video data of the check portion. Therefore, based on check information registered based on certain operation information, other parts of the same operation information, operation information driven by others, or other operation information driven by the same driver On the other hand, since it is possible to easily know the check portion related to the same check point, it is possible to reliably and easily manage a large amount of operation information in a short time. As a result, since it is possible to easily take out the driving operation mode at a specific check point for daily operation of the moving body, it is possible to grasp not only the accident mode and the near-miss example but also the daily driving habits of the driver. , Driving information that reflects habits, habits, defects, etc. related to the specific environment surrounding the moving body or driving operation resulting from the driver's values, subconsciousness, ability, etc., in an intensive and clear manner in an accurate management cycle I can tell the driver. In other words, by promoting the driver's awareness and making it easier to carry out improvements and corrections related to specific driving operation modes in the specific environment surrounding the moving body at checkpoints, it is possible to analyze and investigate accident causes as in the past, and near-miss events. This makes it possible to prevent fundamental accidents, not just prevent accidents. In the present specification, the check information setting operation includes both a check point setting operation for setting a check point that is a passage point of the operation information and a situation specifying operation for specifying a point situation or its type. However, for example, the check information registration means searches the movement data of the operation information and automatically detects a part of the operation information (check point) corresponding to a predetermined point situation or its type. In the case of providing the automatic detection function, it may be only a function instruction operation such as a button for causing the automatic detection function, or a situation designating operation for designating a point situation or a type of target for the automatic detection function It may be only. That is, the check information setting operation may include at least one of the function instruction operation, the situation specifying operation, and the checkpoint setting operation.

  In the present invention, in the check information registration step, in the check information setting operation, a point situation indicating at least one of a mobile surrounding environment representing the environment of the passing point and a driving operation mode corresponding to the mobile surrounding environment or When the type is designated, the check information is registered in the aspect associated with the point situation designated by the check information registration means or the type of the check point, and in the check information display step, the check point is When the check information registered in a manner associated with the point status or the type thereof is present, the point status or the type corresponding to the check point may be displayed together with the position of the check portion for the check information. Like There. According to this, based on the check information, the corresponding point status or its type is displayed together with the position of the check portion of the operation information, so that the point status related to the check point or its Since the type can be confirmed, check information arbitrarily selected by the driver, operation information processor, driving instructor, etc. can be easily confirmed and browsed.

  In the present invention, in the check information registration step, in the check information setting operation, a point situation indicating at least one of a mobile surrounding environment representing the environment of the passing point and a driving operation mode corresponding to the mobile surrounding environment or When the type is specified, the check information is registered in a manner in which the check information registration unit associates the specified point situation or the type with the check point, and in the check information search step, the check point is registered. When the check information registered in a manner associated with the point status or the type thereof exists, the check information search means according to a search target specifying operation for specifying the point status or the type to be searched The point specified by It is preferable that situation or the checkpoint associated with the type is selectively retrieve. According to this, since a checkpoint is associated with a point situation or its type, a search for a checkpoint with a limited point situation or its type is performed, so that a checkpoint that satisfies a desired point situation is supported. Only the check portion to be selected can be arbitrarily selected.

  Next, still another moving body operation management method according to the present invention is derived from the acquired information acquired in the moving body, and the video data and movement reflecting the operation state of the moving body caused by the driving operation by the driver. An operation management method for a moving body using operation information including data, the operation recording step for recording the first operation information by the driver, and the first operation information taken in by the video reproduction display means. In response to a check information setting operation for setting a check point that is a passing point of the moving body in the first operation information in a state where the video data is reproduced and displayed, the check information registration unit uses the movement data. While registering check information indicating the check point, a clip for setting a clip period which is a predetermined portion in the first operation information. In response to the clip information setting operation, the clip information generation means generates the clip information obtained by cutting out the first operation information in the clip period as an important point, and the passing point of the moving object in the clip period. The clip information is recorded in association with the point situation or the type indicating at least one of the environment surrounding the moving body representing the environment and the driving operation mode of the driver corresponding to the environment surrounding the moving body, and the first operation information Clip information according to an important point extraction step configured to include the check point passage time point in the clip period, and a clip information selection operation for selecting the clip information by specifying the point status or its type. The display means responds to the specified point situation or its type. A clip information browsing step for reproducing and displaying the video data of the clip information to be browsed by the driver, and a second attributed to a driving operation by the driver acquired after the driver has browsed the clip information. A second operation recording step for recording the operation information, and a check information retrieval step for retrieving the check point from the movement data based on the check information by a check information retrieval unit in the second operation information, A check point display step for displaying the position of the check portion corresponding to the check point in the second operation information by the check information display means; and a check information instruction operation for indicating the check portion in the second operation information. In response, the check is performed by the video reproduction display means. A check portion display step for reproducing and displaying the video data of the portion.

  According to the present invention, in the important point extracting step, in a state where the video data is reproduced and displayed with respect to the first operation information by the video reproduction display means, a predetermined passing point is determined by the check point registration means according to the check information setting operation. The check information indicating the check point is registered, and clip information cut out in a predetermined clip period is generated by the clip information generation means in response to the clip information setting operation, and the check point passage time in the check information is determined. The clip information is configured to be included in the clip period. Then, in the important point browsing step, the video data of the clip information corresponding to the type of the point situation designated by the point designation operation is reproduced and displayed, and the driver browses this. Thereafter, second operation information resulting from the driving operation of the same driver is recorded. In this second operation information, a check point is searched by the check information search means, and the second operation information is checked by the check information display means. When the position of the check portion corresponding to the check point is displayed, the video reproduction display means reproduces and displays the video data of the check portion according to the check information instruction operation. Therefore, based on the check information registered based on the first operation information, the second operation information resulting from the driving operation of the same driver relates to the same check point as the original first operation information. Since the check portion can be easily browsed, it is possible to reliably and easily grasp the improvement degree of the driving operation mode of the driver in a short time. In this specification, the clip information setting operation may include both a period setting operation for setting the clip period and a situation specifying operation for specifying a point situation or its type. When the clip information generating means has an automatic detection function for searching for movement data of the operation information and automatically detecting a part of the operation information (clip period) corresponding to a predetermined point situation or its type, Only a function instruction operation such as a button for causing the automatic detection function may be performed, or only a point designating operation for designating a point situation or its type to be an object of the automatic detection function. In other words, the clip information setting operation may include at least one of the function instruction operation, the situation specifying operation, and the period setting operation.

  The same effect as the above can be realized by the following operation management method for a moving body. That is, the operation management method for different mobile objects according to the present invention is based on the acquired information acquired in the mobile object, and the video data and the movement data that reflect the operation status of the mobile object resulting from the driving operation by the driver. An operation management method for a moving body using the operation information including the operation recording step for recording the first operation information by the driver, and the video data obtained by capturing the first operation information by video reproduction display means. Is reproduced and displayed, and in response to a clip information setting operation for setting a clip period, which is a predetermined portion in the first operation information, the clip information generation means converts the first operation information into the clip period. The clip information extracted in step 1 is generated as an important point, and represents the environment of the passing point of the moving object within the clip period. An important point extracting step of recording the clip information in association with a point situation or a type thereof indicating at least one of a driving environment surrounding the moving body and a driving operation mode of the driver corresponding to the moving environment, the point situation or the An important point browsing step for reproducing and displaying the video data of the clip information corresponding to the specified type of the point status by the clip information display means in accordance with a point specifying operation for specifying the type and allowing the driver to browse And a second operation recording step for recording the second operation information resulting from the driving operation by the driver obtained after the driver has viewed the clip information, and the clip information, A check indicating a check point that is a passing point of the moving object within the clip period. In the check information registration step of registering information using the movement data by the check information registration means, and in the second operation information, the check information is searched by the check data by the check information search means based on the check information. A check information search step, a check information display means, a check point display step for displaying a position of a check portion corresponding to the check point in the second operation information, and an indication of the check portion in the second operation information And a check part display step of reproducing and displaying the video data of the check part by the video reproduction display means in response to a check information instruction operation to be performed.

  Next, the operation status management system of the present invention is derived from the acquired information acquired in the moving object, and the operation information including the video data and the movement data reflecting the operation condition of the moving object resulting from the driving operation by the driver. The operation status management system that performs management based on the operation recording means for recording the operation information, and according to a point setting operation for setting the portion of the operation information as an important point, the important point A point that is extracted from the operation information and indicates at least one of the environment surrounding the moving body that represents the environment of the passing point of the moving body corresponding to the important point and the driving operation mode of the driver corresponding to the environment surrounding the moving body Important point extracting means for recording the important point in association with the situation or its type, and the important point in the operation information In response to a point designating operation that directly or indirectly designates the important point in a state where the point status associated with the important point or the type of the point situation or its type is displayed, the designated important point Important point display means for reproducing and displaying the video data. This operation management system can be realized by a program that causes the important point extraction means and the important point display means to function by a computer.

  In the present invention, the important point extracting means generates clip information as the important point by clipping the operation information in a clip period set so as to include a time point in the point situation by the point setting operation. The important point display means is a generating means, and when the point situation or its type is designated by the point designation operation, the video data of the clip information corresponding to the designated point situation or the kind thereof is displayed. Clip information display means for reproducing and displaying is preferable.

  In the present invention, the important point extracting means uses the check portion corresponding to the check point that is the passing point of the moving body in the operation information as the important point, and the check point is associated with the point situation or its type. Check information registration means for registering information, wherein the important point display means is designated when the check information is designated by the point designation operation in a state where the position of the check information in the operation information is displayed. It is preferable that the video reproduction display means reproduces and displays the video data of the check portion corresponding to the check point in the operation information based on the check information.

  In the present invention, the visit information extraction for extracting visit information including the position of the mobile object as a visit point at the time of the stop determination by performing stop determination of the mobile object based on a predetermined stop condition with respect to the operation information. It is preferable to further comprise means and operation details display means for displaying the operation details of the operation information based on the visit information. This configuration can also be realized by a program that causes the computer to execute the visit information extraction means and the operation details display means. In this case, a visit destination data holding unit that holds visit destination data including at least visit destination specific information and point information, and a visit destination determination unit that determines the correspondence between the visit point and the visit data. Further, it is preferable that the operation detail display means displays the visited data in the operation details when the visited point corresponds to the visited data.

  Here, the “moving body” described in each of the above inventions includes all moving objects such as vehicles, ships, and aircraft that move in a manner influenced by the driving operation of the driver. In addition, “operation” includes a movement mode resulting from the driving operation mode of the driver in all moving bodies. “Ambient environment” refers to, for example, temporary stop points, general roads, railroad crossings, ETC lanes, intersections, approach roads, lanes, parking lots, expressways, traffic jams, nights, rainy weather, snowy roads, etc. An environment corresponding to a specific point. Furthermore, the “driving operation mode” refers to, for example, stop, cruise, acceleration, deceleration, slow speed, direction change, and the like. Here, the “point situation” indicates at least one of the environment surrounding the moving body and the driving operation mode as described above, and indicates both the environment surrounding the moving body and the driving operation mode. It is preferable. The specific point situation in this case is, for example, a mode of a stop operation at a temporary stop position (abrupt stop, stop line over, distance between the vehicle at the time of stop, etc.), a mode of a cruise operation during normal travel ( Insufficient inter-vehicle distance, wobble, wavy driving, etc.), direction change (steep steering wheel, lack of slow travel when turning left or right, unconfirmed safety, etc.), confluence (entrance speed at confluence, sudden change in steering angle, unconfirmed safety) Etc.)

  In the present invention and the present specification, "operation information including video data and movement data derived from the acquisition information acquired in the mobile body and reflecting the operation status of the mobile body resulting from the driving operation by the driver" All information including the acquisition information itself acquired in the mobile body, and various information obtained by performing some processing on the acquisition information, including at least part of the video data and the movement data derived from the acquisition information (For example, clip information described later). “Movement data” refers to various data that can derive at least one of the data related to the movement mode such as the position, movement speed, and movement direction of the moving body as a result. Typically, the movement data is preferably data that includes GPS data and can indicate time-dependent changes in the movement mode such as the position, speed, and acceleration of the moving body. The “graphic” refers to a pattern including various shape elements such as a map, various graphs, icons, and symbols.

  According to the present invention, important points extracted according to the point setting operation based on the operation information reflecting the operation status of the driver are browsed to the driver by the browsing operation using the type of the point status. Therefore, the driver's consciousness, habits, defects, etc. of the driving operation mode according to the specific environment around the moving body, which are caused by the driver's values, subconsciousness, ability, etc., are intensively and clearly shown to the driver Because it is possible to communicate, it is excellent that it is possible to prevent the driver from fundamental accidents (driver values, changes in subconsciousness, daily habits due to self-recognition of actual conditions, improvement of defects, defects) Can have an effect.

The schematic flowchart (a) which shows the operation management method of the moving body which concerns on this invention, and the schematic block diagram (b) which shows the whole structure of an operation condition management system. The schematic flowchart which shows the flow of the first half part of the process sequence implement | achieved by 1st Embodiment. The schematic flowchart which shows the flow of the second half part of the process sequence implement | achieved by the same embodiment. The schematic block diagram which shows the structure of the function implementation means implement | achieved by execution of the clip information generation program of the embodiment. The schematic block diagram which shows the structure of the function implementation means implement | achieved by execution of the driving condition report program of the embodiment. The schematic block diagram which shows the structural example of the clip information database formed by the clip information database production | generation means implement | achieved by execution of the clip information production | generation program of the embodiment. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a clip information generation program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The screen block diagram which shows the user interface (display screen) of a driving condition report program. The schematic block diagram which shows the structure of the function implementation | achievement means equivalent to a position reference | standard setting means and a position parameter | index display means which can be comprised as a function added to a clip information generation program and a driving condition report program. The screen block diagram (a) and (b) which show the main screen of the user interface of the clip information generation program which added the function implementation means equivalent to a position reference setting means and a position index display means. Explanatory drawing (a) and (b) which show the relationship between the position and space | interval on a virtual screen, the position of the point on a travel path, and the distance between points. Explanatory drawing of a screen configuration showing functions and procedures for setting and displaying a distance line using the program. The screen block diagrams (a) and (b) which show the case where a reproduction | regeneration video is a composite video (2 screen video and 4 screen video). Screen explanatory drawing which shows the setting and display mode when there is a blind spot in the video. Screen explanatory drawing which shows another setting and display mode when a blind spot exists in an image | video. Explanatory drawing of a screen showing an example of performing setting and display using a road mark. The screen block diagram which shows the tab for operation | movement setting of a condition setting dialog. The screen block diagram which shows the tab for distance scale settings of a condition setting dialog. The screen block diagram which shows the tab for time scale setting of a condition setting dialog. Explanatory drawing (a) and (b) which show the relationship between the position and space | interval on a virtual screen when the underline increase distance is considered, and the position of the point on a travel path, and the distance between points. The schematic block diagram of the operation condition management system program (driving daily report management program) which is 2nd Embodiment which concerns on this invention. The screen block diagram which shows the screen of the list at the time of starting of the user interface of the embodiment. The screen block diagram which shows the screen of the operation condition of the user interface of the embodiment. Screen explanatory drawing (a)-(d) which shows the operation | movement at the time of taking in of the acquisition information of the embodiment. The screen block diagram which shows the visit condition of the operation details of the user interface of the embodiment. The screen block diagram which shows the driving | operation parameter | index screen of the operation details of the user interface of the embodiment. Explanatory drawing which shows the driving | operation daily report file output by the embodiment. The screen block diagram which shows the SD card taking tab of the environment setting dialog of the embodiment. The screen block diagram which shows the stop determination tab of the environment setting dialog of the embodiment. Explanatory drawing of the setting and operation | movement of stop determination of the embodiment. Explanatory drawing which shows the checkpoint related function of the embodiment with a display screen. Explanatory drawing (a)-(d) which shows the checkpoint related function of the embodiment by a partial figure. 1 is an overall configuration block diagram of a driving evaluation system that realizes an embodiment of a driving evaluation method according to the present invention. 6 is a schematic flowchart showing a processing procedure of the embodiment. The figure which shows typically the correspondence and data structure of the various data of the embodiment. Explanatory drawing which shows the parameter used as the basis of calculation of an evaluation index within one driving segment. Explanatory drawing (a)-(c) which compares and shows the aspect of various driving | running | working segments. Explanatory drawing which shows the relationship between the aspect of various driving segments, and an evaluation index. Explanatory drawing which shows the relationship between the aspect of various driving segments, and an evaluation index. Explanatory drawing which shows the radar chart of the driving | running pattern which shows the influence on the evaluation index of the difference in the driving speed in a driving segment, the evaluation index, and the said evaluation index. Explanatory drawing which shows the radar chart of the traveling pattern with bad energy efficiency, its evaluation index, and the said evaluation index. The graph which shows the actual driving | running | working data 1. FIG. The graph which shows the actual driving | running | working data 2. FIG. The graph which shows the actual driving | running | working data 3. FIG. The graph which shows the actual driving | running | working data 4. FIG. The graph which shows the actual driving | running | working data 5. FIG. The graph which shows the actual driving | running | working data 6. FIG. The graph which shows the actual driving | running | working data 7. FIG.

  Next, an embodiment of the operation management method and operation status management system for a moving body according to the present invention will be described in detail with reference to the accompanying drawings. Here, in the embodiment described below, the operation management method and the operation status management system of the mobile body are described as an example implemented as part of the operation management business of the traveling vehicle (conveyance truck). The method is not limited to a traveling vehicle, and can be applied to various types of moving bodies whose movement modes are affected by the operation of the driver, for example, a ship or an aircraft. Further, the present invention is not limited to the one that is carried out together with the management of the operation status performed by a transportation company or the like, but can be widely applied to personal driving. Furthermore, the method and system are not limited as long as the operation information including the video data and the movement data derived from the acquired information acquired in the mobile object is processed and displayed in some form.

[First Embodiment]
FIG. 1 is a schematic flowchart (a) showing a schematic configuration of an embodiment of a moving body operation management method according to the present invention, which can be suitably used in the moving body operation management method according to the present invention. It is a schematic block diagram (b) which shows the whole structure of embodiment of the operation condition management system which concerns on. FIG.2 and FIG.3 is a schematic flowchart which shows the example of the process sequence by the operation condition management system of this embodiment. This system can be generally configured by operating various programs using a computer, but the system is not limited to this.

  As shown in FIG. 1 (a), the operation management method for a moving body according to the present embodiment includes an operation recording step SA for recording operation information TI derived from acquired information acquired in a moving body driven by a driver X. The important point extraction step SB in which the operation information processor Y extracts the important point CP from the operation information TI recorded in the operation recording step SA, and the driver instructor Z browses the important point CP. And an important point browsing step SC. Here, the said operation information TI contains the video data and movement data which reflect the operation condition of the moving body resulting from the driving operation by the driver X. The important point CP is set in correspondence with a point situation PS indicating at least one (preferably a combination) of the environment around the moving body SE and the driving operation mode DM. In the important point extraction step SB, the point information PS by the operation information processor Y or its type designation (corresponding to the situation designation operation) and the setting of the important point CP which is a part of the operation information TI (the partial setting operation) The important point CP is extracted by the important point extracting means to be described later, and the important point CP is recorded in association with the point status PS or its type. However, the point setting operation may be one of the situation specifying operation and the partial setting operation. In this case, the function corresponding to the other operation is automatically performed by the important point extracting means. Alternatively, it is executed based on a predetermined function instruction operation. In particular, in the case of having an automatic detection function for automatically detecting an important point CP and its point status PS or its type from the movement data, the point setting operation is configured only by a function instruction operation for the automatic detection function. Also good. Further, the video data of the important point CP is reproduced and displayed by an important point display means to be described later according to the point designation operation for designating the point situation PS or its type by the driving instructor Z, and the driving is performed in the important point browsing step SC. Viewed by person X.

  In this case, as indicated by the dotted arrow in the figure, after the important point CP is browsed by the driver X, the second operation information TI obtained by the driver X driving the moving body again is recorded. There is a case where the second operation recording step SA is provided, and thereafter the operation information processor Y performs an important point confirmation step SCH for confirming the important point CP with respect to the second operation information TI. In the important point confirmation step SCH, the operation information processor Y or the like confirms the portion corresponding to the important point CP in the second operation information TI, and the important point CP previously viewed with respect to the driver X is viewed. This is a step to grasp the effect of. In this case, after the portion corresponding to the important point CP is confirmed for the second operation information TI, the portion confirmed by the important point extracting means according to the point setting operation is used as the second important point CP. Further, the second important point extraction step SB, which is extracted from the second operation information TI and recorded in association with the point status PS or its type, is further performed, and the second important point CP extracted here is used as a driving instructor. The second important point browsing step SC that allows the driver X to browse by the display by the important point display means according to the point instruction operation by Z may be further executed. In addition, you may make it implement 2nd important point extraction step SB and 2nd important point browsing step SC with respect to 2nd operation information TI, without implementing said important point confirmation step SCH.

  On the other hand, as shown in FIG. 1B, the operation status management system of this embodiment is mounted on a traveling vehicle and records drive information 1 (operation recording means) that records acquisition information MA that reflects the operation status of the traveling vehicle. And at least one of the surrounding environment SE and the driving operation mode DM (preferably based on the operation information TI including at least part of the moving image data and the video data derived from the acquired information MA recorded by the drive recorder 1) Is an operation information processing apparatus 2 (important point) that records the important point CP in association with the point situation PS or its type in accordance with a point setting operation for extracting the important point CP corresponding to the point situation PS indicating the combination of both) Extraction means), positioning of important points CP, or point status PS or its type In accordance with the point designation operation that directly or indirectly designates the important point CP such as indicating the display portion, the designated important point or the designated point situation or the important point corresponding to the type And an operation status display device 3 (important point display means) for displaying CP video data. Here, the above-mentioned point setting operation corresponds to the configuration of the important point extraction means in the same manner as described above, and various operation contents such as those including at least one of the above-mentioned function instruction operation, the above-mentioned situation specifying operation, and the above-mentioned partial setting operation It can be.

  The drive recorder 1 includes a video photographing means for photographing a forward video of the traveling vehicle and a video of a traveling vehicle crew (driver, etc.) and outputting video data, and a recording for capturing voice and outputting voice data. Means, GPS detection means for outputting travel data (for example, including GPS data) corresponding to the movement data, a recording medium for recording each data, and a control unit for controlling recording on the recording medium Recording means. In the drive recorder 1, operation recording processing is performed in which the recording means records the acquisition information MA including the video data, the audio data, and the movement data in a form associated with each other along with the acquisition time on the appropriate recording medium (FIG. 2). (See STEP 1). For example, every predetermined unit time (for example, 1 second), audio data Ma0 is recorded on track 0 of the recording medium, video data Ma1 is recorded on track 1, and traveling data Ma2 such as time and GPS data is recorded on track 2. These are recorded repeatedly over the acquisition time. In this specification, when a plurality of pieces of acquired information MA are managed, the expression MA (i) (i is a natural number) is used as shown in FIG. The acquired information MA includes at least operation information TI including video data and movement data reflecting the above-described operation status. The driver X operates the traveling vehicle (moving body) on which the drive recorder 1 is mounted.

  The acquired information MA can be used for the next processing process as it is. However, in the operation status management system of the present embodiment, the operation information processing apparatus 2 acquires the acquired information MA so that the traveling information can be easily managed. Is converted into acquired information MB in which the travel data Mb2 is collectively arranged at the end of the audio data Mb0 and the video data Mb1 (see STEP 2 in FIG. 2). Here, the audio data Mb0 is substantially equivalent to the audio data Ma0, the video data Mb1 is substantially equivalent to the video data Ma1, and the traveling data Mb2 is substantially equivalent to the traveling data Ma2. This data conversion processing is realized, for example, by executing a data conversion program by a computer. Since the data conversion program simply converts the data structure of the acquired information MA as described above, a description thereof will be omitted. Generally, the acquisition information MA is recorded in the DRV file format, for example, by the drive recorder 1, and the acquisition information MB after data conversion is in a general-purpose video file format (for example, ASF file format).

  In the present embodiment, in order to reduce the risk of loss of recorded data in the drive recorder 1, the acquired information MA is recorded on an SD memory card (hereinafter simply referred to as “SD card”) or the like every set time (for example, 10 minutes). Recorded on the medium. For this reason, the acquired information MA has a data structure having a discontinuity (recording loss) of about 2 seconds due to a time lag at the time of recording processing performed every set time. For this reason, in the above data conversion process, the acquisition information MA is converted into acquisition information MB composed of a plurality of acquisition information files divided for each set time and arranged in time series. Specifically, one DRV file is divided into a plurality of ASF files and recorded. The acquisition information MB described below is used as a concept that summarizes the plurality of acquisition information files.

  Next, the operation information processing apparatus 2 performs an acquisition information reproduction display process for displaying the acquisition information MB (see STEP 3 in FIG. 2). In this acquired information reproduction display process, at least the video data of the acquired information MB is reproduced and displayed in the video reproduction display area. Moreover, the time change of the speed corresponding to the driving mode (moving mode) is graphically displayed in the driving change display area in a mode such as a speed graph based on the driving data. The reproduction display of the acquired information MB is indispensable for each process described later, and the graphic display of the time change of the running mode assists the operator's work in each process described later. This process is executed, for example, by operating a clip information generation program described later by a computer.

  Next, in accordance with a clip operation described later, clip information setting processing (see STEP 4 in FIG. 2) for setting a clip period for the acquired information MB, and acquiring video data and travel data for the set clip period. Clip information output processing (see STEP 5 in FIG. 2) for extracting the clip information CL from the information MB is performed. In general, a plurality of pieces of acquisition information MB (1), MB (2), MB (3),... Acquired in the same or different traveling vehicles are used. As shown, the acquired information MB (i) (i is a natural number) is expressed. In this case, generally, a plurality of pieces of clip information CL (i, 1), CL (i, 2),... Are extracted from each acquired information MB (i), so that FIG. As shown, it is expressed as clip information CL (i, j) (i and j are natural numbers, respectively). The above-described clip information setting process and clip information output process are also executed by, for example, operating a clip information generation program by a computer. In this processing, the computer operator (the operation information processor Y) sets a clip period determined by the clip start time and the clip end time of the acquired information MB to be extracted as the clip information CL (corresponding to the period setting operation). .) And the point status PS or its type (corresponding to the above-described status designation operation), the clip information setting operation and the clip information output operation are performed, and the computer stores the clip information in the clip period according to the clip information setting operation. In response to the clip information output operation in a state associated with the point status PS or its type. This clip information CL corresponds to the important point CP in the operation information TI. However, the clip information setting operation may be one of the situation specifying operation and the period setting operation. In this case, the clip information generation unit automatically activates a function corresponding to the other operation. Alternatively, it is executed based on a predetermined function instruction operation. In particular, in the case of having an automatic detection function for automatically detecting the portion corresponding to the clip period and the point status PS or its type from the movement data, the point setting operation is performed only by the function instruction operation for the automatic detection function. It may be configured.

  Based on the clip information CL (i, j) extracted as described above, the clip information database DBCL is configured by the database configuration processing (see STEP 6 in FIG. 2). This database construction process is also executed by operating the clip information generation program by a computer. The clip information database DBCL formed by this database configuration process includes a plurality of clip information CL (i, j), an acquisition information identification code Ici for mutually identifying the plurality of acquisition information MB (i), and a certain information A plurality of clip information CL (i, j) obtained from the acquired information MB (i) are respectively associated with clip information identification codes Icj for identifying each other.

  The acquired information identification code Ici is vehicle specific information (specific information such as the vehicle number of the traveling vehicle, vehicle type, etc.) that identifies the traveling vehicle, corresponding to the specific information of the moving body from which the acquired information MB is obtained, and the moving time of the moving body. Information related to the specific information of the traveling vehicle, such as the travel date and time of the traveling vehicle, the specific information of the driver X, and the crew identification information for identifying the crew of the traveling vehicle (the crew member's affiliation, employee number, name, etc.) Is indicated by characters, symbols, numerical values, and the like. The clip information identification code Icj includes the date and time of the clip period from which the clip information CL (i, j) was taken out, the type of determination item in the clip period (basic running mode such as start, stop, right / left turn, etc., pause Violations, stop line over, speed violations, overtaking violations, slow speeds, wandering, sideways, neglecting signals, poor distances between vehicles, accidents, traffic violations, etc.), judgment results by the administrator (impossible, inappropriate, acceptable, appropriate) , Recommendations, etc.), type of specific location on the travel route corresponding to the travel route (intersection (square, T-junction, Y-junction, etc.), stop line, railroad crossing, junction, 40km restricted road, expressway, parking Information on the car park, the premises, etc.) is indicated by characters, symbols, numerical values, and the like.

  The above clip information identification code Icj is used for the clip information CL (i, j) corresponding to the important point CP, such as a stop line, an intersection, a railroad crossing, an AC point, a general road, a highway, a parking lot, and a premises. The information corresponding to the surrounding environment SE of the mobile body is included. It also includes information corresponding to the above-described driving operation mode DM such as start, stop, acceleration, deceleration, direction change, cruise, overtaking, slowing, wandering, sidewalk, neglecting signals, poor inter-vehicle distance, and the like. However, even when the clip information identification code Icj itself does not include the information about the mobile surrounding environment SE and the driving operation mode DM, the clip information CL (i, j) It is generated corresponding to the point situation PS indicating both the SE and the driving operation mode DM or the type thereof, and is recorded in association with the information indirectly indicating the point situation PS or the type thereof. For example, the driving operation modes such as “speed violation”, “flickering”, “wakimi”, “bad inter-vehicle distance”, etc., indirectly indicate the environment surrounding the mobile body as cruise, and the above “ignore signal” "Indirectly indicates the surrounding environment of the moving body as an intersection, and the above-mentioned" overtaking violation "indirectly indicates the surrounding environment of the moving body as an overtaking prohibited area. In addition, the point situation of this invention should just show at least one of the said mobile body surrounding environment SE and the said driving operation mode DM as mentioned above. In addition, when there is a type (category, for example, first priority status and second priority status, attention required status and traffic violation status) to which one or more point statuses belong, the type is indicated. Also good.

  The clip information database DBCL according to the present invention is not limited to the case where the clip information CL (i, j) is associated with only the above two types of identification codes Ici and Icj. However, by associating the clip information CL with the acquired information identification code Ici and the clip information identification code Icj, for example, a plurality of clip information CL (i, j) can be classified and displayed in a two-dimensional matrix. Become.

  Further, the operation information processing apparatus 2 can also register as specific check point data on the travel route indicated by the travel data Mb2 of the acquired information MB as check information CH (see STEP 8 in FIG. 2). ). This check information CH includes, for example, important points (intersections (squares, T-junctions, Y-junctions, etc.), stop lines, railroad crossings, junctions, 40-kilometer restricted roads, expressways, parking lots, premises Etc.) etc. (location data indicating the passing point of the traveling vehicle, data indicating the range of the point, or data including the traveling direction together with this). In addition to the point data, the check information CH can include the acquired information identification code Ici, the clip information identification code Icj, or various information corresponding to these codes. This check information registration process is executed by, for example, operating the clip information generation program by a computer. In this process, the computer operator (operation information processor Y) sets a checkpoint corresponding to specific point data in the acquired information MB (corresponding to a checkpoint setting operation), and performs a check information setting operation. Registers check information CH indicating the check point in accordance with the check information setting operation. Here, when the check information CH includes information corresponding to the point status PS or its type (when the check point is associated with the point status PS or its type), the check information setting operation includes a check point. Includes an operation for specifying the point situation PS or the type thereof (corresponding to the situation designation operation), and the portion (check portion) of the operation information TI corresponding to the check point indicated by the check information CH is This corresponds to the important point CP in the operation information TI (the acquired information MB in the present embodiment). However, in the present invention, it is sufficient that the check information CH itself, which is the important point CP, is at least information indicating a check point (point information). That is, the check information CH may not include the point status PS or its type. The check information CH may be registered as indicating a portion (one point or a range thereof) in the clip information CL. Further, the point setting operation may be one of the situation specifying operation and the check point setting operation. In this case, the check information registration unit automatically activates a function corresponding to the other operation. Alternatively, it is executed based on a predetermined function instruction operation. In particular, in the case of having an automatic detection function for automatically detecting a checkpoint and its point status PS or its type from the movement data, the check information setting operation is configured only by a function instruction operation for the automatic detection function. Also good.

  Further, the operation information processing apparatus 2 performs a check information input process for inputting and registering the check information CH from the outside in response to a check information input operation by a computer operator (operation information processor Y) if necessary. Execute (see STEP 7 in FIG. 2). Further, if necessary, a check information output process for outputting the registered or input check information CH to the outside in response to a check information output operation by a computer operator (operation information processor Y). Is executed (see STEP 9 in FIG. 2). These check information input processing and check information output processing are executed, for example, by operating the clip information generation program by a computer.

  Furthermore, the said operation information processing apparatus 2 implements a search of a checkpoint by movement data in operation information TI (acquisition information MB) based on said registered or input check information CH (FIG. 2). (See STEP 10). That is, it is searched whether there is a check point indicated by the check information CH in the operation information TI. Here, when a checkpoint exists in the operation information TI, the position of the checkpoint is displayed in an input file display part g11b and a travel change display area g14 described later. That is, the corresponding file is displayed in a different manner so that it can be understood which of the plurality of acquired information files includes the operation information TI that passes the checkpoint, or at which point of each acquired information file A marker is displayed on a part of the time axis so that it can be seen whether there is a checkpoint passing part. If the check point is associated with the point status PS or its type in the check information CH, the point status PS or its type by the computer operator (operation information processor Y) is designated if necessary. In accordance with the search target specifying operation to be performed, the specified point situation PS or the checkpoint associated with the type is selectively searched.

  Based on the clip information database DBCL, the clip information CL (i, j) is displayed by the driving status display device 3. In response to the clip information fetching operation, the driving status display device 3 has a plurality of clip information CL (i, j) based on the clip information database DBCL selected by the operation, and a driving information identification code Ici and clip information identification. Clip classification display processing that forms a clip classification display area that is classified according to the difference in code Icj and that is displayed so that one or a plurality of clip information can be selected from a plurality of clip information CL (i, j). Perform (see STEP 11 in FIG. 3). Then, in response to a point designation operation performed for a predetermined display classification in the clip classification display area, a clip information call process for calling one or a plurality of clip information belonging to the display classification is performed (see STEP 12 in FIG. 3). . These clip classification display processing and clip information call processing correspond to clip information capturing processing for capturing clip information. This clip information fetching process is executed, for example, by operating a driving condition report program described later by a computer.

  In addition, the clip classification display area displayed by the clip classification display process is a target of a point specifying operation for the driver instructor Z to select and display the clip information CL. Then, the clip information calling process is started by the point designation operation of the driving leader Z. The above display classification is such that, as a result, the point situation PS or its type can be grasped so that the driver instructor Z can perform the point designation operation using the point situation PS or its type associated with the clip information CL. Configured. In this case, any symbol or figure may be used as long as the point situation PS or its type is expressed in some form, but the above-described environment around the moving body and the above driving operation mode may be directly or indirectly. It is preferable to display. Even when the display classification itself is not configured to be able to grasp the point status PS or its type, for example, when predetermined data is selected according to the display classification, the point corresponding to the clip information CL included in the data The situation PS or its type may be configured to be displayed by a list display or the like.

  Next, clip information display processing for reproducing and displaying video data of one or a plurality of clip information CL selected as described above is performed (see STEP 13 in FIG. 3). This clip information display process is also executed by causing the computer to operate the operation status report program. By this clip information display process, the corresponding clip information CL, which is the important point CP corresponding to the point situation or the type according to the point designation operation of the driver instructor Z, is displayed.

  As described above, when the portion corresponding to the check point of the check information CH in the operation information TI is used as the important point CP, the acquired information MB or the clip information CL is displayed and the check portion corresponding to the check information CH ( That is, the video data of the check portion is reproduced and displayed in accordance with the point specifying operation of the driver instructor Z that specifies the portion that passes the check point specified by the check information CH. Here, before the check portion corresponding to the check information CH in the operation information TI is reproduced and displayed, that is, before the point designation operation is performed, the presence of the check information CH or the above in the operation information TI. The position of the check part (for example, the location of the check point, the time when the check point is passed, etc.) is displayed. The point designating operation is preferably performed for the position of the displayed check portion.

  Here, when a plurality of clip information is selected and captured by the clip information capturing process, the clip information reproduced and displayed by the clip information display process can be further selected from the plurality of clip information. It is also possible to continuously display a plurality of clip information before and after. Also in this clip information display process, it is preferable to form a travel change display area showing the time change of the travel mode as described above, and to display a graphic such as a speed time change graph in this area.

  By operating the driving status report program, the computer can also perform clip information editing processing in accordance with the clip information editing operation of the driving instructor Z (see STEP 14 in FIG. 3). Specifically, for example, various additional information such as comments and determination results corresponding to the editing operation is added to the displayed clip information. Further, an individual file output process is performed in accordance with the operation of the driving instructor Z by the operation of the driving condition report program by the computer (see STEP 15 in FIG. 3). In the individual file output process, an individual file including bibliographic data relating to one or a plurality of clip information designated or selected in accordance with the clip information designation operation is output. In addition, the operation | movement similar to these operation | movement may be performed according to operation of the said operation information processor Y. That is, the operation information processor Y can call the clip information CL already generated by himself or another person and perform additional editing again.

[Clip information generation program]
Next, the clip information generation program will be described in detail with reference to FIG. 4 and FIGS. FIG. 4 is a schematic configuration diagram showing a configuration of function realizing means realized by executing the clip information generation program by a computer, and FIGS. 7 to 23 show various procedures when the clip information generation program is executed by the computer. It is a screen block diagram which shows the example of the display screen which appears in.

  In the clip information generation program P1 of this embodiment, when the program is started, a display screen (actually a display window, the same applies hereinafter) G1 shown in FIG. 7 is formed. In the display screen G1, an input file designation area g11 is provided on the left side of the screen. In the input file designation area g11, an input folder designation unit g11a for designating an input folder and one or a plurality of acquisition information files (a plurality of ASF files in the present embodiment) storing the acquisition information MB in the input folder are stored. And an output folder designation part g11c for designating a saving folder of a clip information file (to be described later) storing the clip information CL.

  When a folder designating operation such as a double click operation with the mouse is performed on the input folder designating unit g11a, an input folder designating dialog g11d shown in FIG. 8 is displayed, and acquisition information MB (i) is stored for this. When an input folder designation operation is performed, an input folder (ASF folder) is set accordingly. When the input folder is set in this way, as shown in FIG. 9, one or a plurality of acquisition information files including the acquisition information MB (i) stored in the input folder are read, and the input folder specifying unit g11a In the input file display part g11b formed below, the images are displayed in a predetermined order (in the illustrated example, the order according to the recording date and time indicated by the file name).

  Further, one or a plurality of acquired information files displayed on the input file display unit g11b can be individually selected by a click operation with a mouse or the like. When this input file selection operation is performed, the acquired information file is highlighted, for example, so as to be distinguished from others, thereby indicating that a specific acquired information file is selected. The above operation is executed by the acquisition information fetching means P1a shown in FIG. 4 in response to the above input folder designation operation and input file selection operation for the input file designation area g11.

  As shown in FIG. 7, a rectangular video reproduction display area g12 is formed on the right side of the input folder designation part g11a and the input file display part g11b. In the video reproduction display area g12, the video data Mb1 of the selected acquisition information file is configured to be reproducible. In the illustrated example, the front image and the in-vehicle image are displayed side by side in the image reproduction display area g12. However, only a single image may be displayed, or three or more images may be displayed simultaneously. . These display modes are appropriately configured according to the configuration of the video data Mb1. Also, the audio data Mb0 of the acquired information file is configured to be reproducible. A playback operation input unit g12s is provided below the video playback display area g12. In the reproduction operation input unit g12s, a rewind button, a stop button, a reproduction button, a pause button, and a feed button for the reproduction operation of the audio data and the video data Mb0 are sequentially arranged from the left side to the right side. The playback state of the video playback display area g12 is controlled according to the operation on each of these buttons. Note that the important point CP can be reproduced and displayed also in the clip information generation program P1, and particularly when the display is performed according to the check information CH in the acquired information MB, an operation on each of the buttons described later or later. By performing an operation (such as a click operation) for designating a place in the travel change display area g14, the video data of the check portion corresponding to the check information CH can be played back. In this case, the operation is performed at the above point. This corresponds to a designation operation (check information instruction operation).

  Further, on the right side of the reproduction operation input part g12s, a continuous reproduction mode for continuously reproducing a plurality of travel information files displayed on the file display part g11b and an individual reproduction mode for reproducing only the selected travel information file. And a continuous reproduction button g12t that can be switched alternately. FIG. 15 shows a state in which the continuous playback button g12t is highlighted as a result of the selection operation of the continuous playback mode. Further, as shown in FIG. 7, a volume adjustment operation part g12a is formed at the lower right of the video reproduction display area g12. On the right side of the reproduction operation input unit g12s, the reproduction speed reproduced in the video reproduction display area g12 (“× 1” = 1 × speed is selected in the illustrated example, but “× 2” = 2). Double speed, “× 5” = 5 × speed, “× 10” = 10 × speed, etc. can also be selected). When the reproduction operation is input to the reproduction operation input unit g12s, the reproduction operation of the video data Mb1 in the video reproduction display area g12 is performed by the video reproduction display means P1b shown in FIG.

  A playback file information display area g13 is provided on the right side of the video playback display area g12. In the reproduction file information display area g13, as shown in FIG. 9, the bibliographic items of the acquired information file selected or reproduced, that is, the traveling date and time, the traveling time, the vehicle number (specific information of the traveling vehicle), etc. The file information display part g13a to be displayed and the playback time (video (and audio) playback time) and playback time (video (and audio) playback start of the video (and audio) being played back in the video playback display area g12 And a reproduction information display part g13b for displaying the elapsed time).

  Below the video reproduction display area g12, a travel change display area g14 (travel mode time) for displaying a change in travel mode based on the travel data Mb2 of the acquired information MB (i) stored in the acquired information file. Corresponding to the travel change display area for displaying changes). The travel change display area g14 displays the time change of the travel mode as a graphic, and in the illustrated example, the speed change is displayed by a line graph with the vertical axis representing speed and the horizontal axis representing time. . However, the graphic display of the travel change display area g14 is not limited to a line graph, but may be other graphic such as a bar graph. Moreover, as a driving | running | working mode, not only speed but the position on a driving route (In this case, what is displayed on a map etc. can be considered) and acceleration may be sufficient. A speed value display part g14p for displaying a speed value at the time of reproduction is formed in the upper left of the travel change display area g14.

  In the travel change display area g14, as shown in FIG. 9, a vertical reproduction position instruction line g14n indicating a position corresponding to the reproduction time point of the video data Mb1 (and audio data Mb0) is displayed. The reproduction position instruction line g14n moves to the right side of the drawing as the reproduction video displayed in the video reproduction display area g12 progresses, and the reproduction video is stopped, rewound, and rewind according to the operation on the reproduction operation input unit g12s. Alternatively, when feeding occurs, the feed stops and moves to the left side in the figure or moves to the right side in the figure. That is, as shown in FIGS. 9 and 10, the reproduction position instruction line g14n always indicates the position on the travel change display area g14 corresponding to the reproduction time point of the video reproduction display area g12. Further, the travel change display area g14 has the same start position instruction line g14s that indicates the position on the travel change display area g14 corresponding to the clip start time of the set clip period in accordance with the clip information setting operation. An end position indicating line g14f that indicates the same position corresponding to the clip end time of the clip period can be displayed according to a mode of setting operation of a clip setting area g16 described later.

  The travel change display area g14 is an input position detection area that accepts a position input operation such as a click operation with a mouse. As shown in FIG. 11, when a position in the travel change display area g14 is instructed by the position input operation, the reproduction position instruction line g14n moves to the position and is reproduced in the video reproduction display area g12. The video (and audio) being displayed shifts to the reproduction time corresponding to the position of the reproduction position instruction line g14n. In the reproduction operation corresponding to the check information CH, the reproduction operation of the check portion corresponding to the check information CH can be easily performed by an instruction operation (check information instruction operation) instructed by clicking the reproduction position instruction line g14n. it can.

  Further, as shown in FIG. 9, a travel change display setting part g15 is formed on the left side of the travel change display area g14. In the travel change display setting part g15, a time display setting part g15a for setting the horizontal display magnification of the travel change display area g14 and a speed display for setting the vertical display magnification (maximum speed). A setting unit g15b and a display mode setting unit g15c having a check box of a display filter function for smoothing the display mode of a graph indicating a change in driving mode (speed change) are provided. Further, a button for returning the time display setting and the speed display setting to the default values is formed in the travel change display setting unit g15. The display operation in the travel change display area g14 is executed by the travel change display means P1c in FIG. 4 according to the operation on the travel change display setting unit g15 and the various operations described above.

  A clip information setting area g16 is formed at the lower right of the video reproduction display area g12. In the clip information setting area g16, an indicator display setting unit g16a for setting whether or not to display an indicator including the start instruction line g14s and the end instruction line g14f indicating the clip period, and a time width of the clip period are fixed. A clip period width setting display part g16b for setting whether or not to perform, a setting button A for setting the clip start time, a setting button B for setting the clip end time, and the set clip start time and clip end time The clip period setting display part g16c provided with a time display for displaying each of the above and a clip travel distance display part g16d indicating the travel distance of the traveling vehicle corresponding to the clip period.

  In the clip period width setting display portion g16b, when the setting button A or B is operated, the clip start time or the clip end time is set at the playback time at the time of the operation, that is, the time corresponding to the playback position indicating line g14n. . At this time, if the time width of the clip period is set by entering a number in the time display box on the right side of the figure and the check box on the left side of the figure is checked to fix the clip period, the clip start time and clip end time will be When one of the times is designated, the other time is automatically set according to the time width of the clip period. When the check box is unchecked, the clip start time and the clip end time can be set separately by operating the setting buttons A and B, respectively. The duration of the clip period is automatically calculated and displayed in the time display box. Here, the above-described clip information setting function is executed by the clip information setting unit P1d shown in FIG. 4 in response to an operation on the clip period width setting display unit 16b and other operations (period specifying operation).

  The clip information setting area g16 includes a preview button g16e for reproducing only the set clip period, and clip information CL (i) obtained by cutting out the audio data Mb0, the video data Mb1, and the travel data Mb2 in the set clip period. , J) are provided with two types of clip output buttons g16f and g16g for outputting and saving the clip information file. Further, in the output folder designating part g11c arranged between the input file designating area g11 and the travel change display setting part g15, as shown in FIG. 12, a specific output folder designating operation such as a double click of the mouse is performed. Is input, an output folder designation dialog g11e is displayed, and a storage folder for a clip information file having a clip period corresponding to a clip information setting operation for the clip information setting area 16 can be designated.

  When the clip output button g16f “CLIP1” is selected and operated, a clip output dialog g16h shown in FIG. 17 is displayed. As shown in FIG. 18, when predetermined determination information (determination result that is a clip information identification code in the illustrated example) in the input assist box on the left side of the drawing is selected by a mouse click operation or the like, a plurality of items in the storage folder are selected. In the subfolder box on the right side of the figure in which the subfolder is displayed, the subfolder corresponding to the determination information is automatically designated and displayed in the designation box below it. Here, by operating the save button by clicking the mouse, etc., as shown in FIG. 19, the clip information file having the predetermined determination information as the file name is saved in the subfolder. When the above clip output button g16g “CLIP2” is selected and operated, an output folder designation dialog g16i is opened as shown in FIG. 20, so that the folder is directly designated and the clip information file is saved as shown in FIG. can do. The above clip information file output operation is executed by the clip information output means P1e shown in FIG. The subfolder designation operation described above is a part of the point setting operation (clip information setting operation) for designating the point status PS or the type associated with recording the clip information CL as the important point CP (situation designation operation). It corresponds to.

  The clip information file output operation executed by the clip information output unit P1e preferably involves the database configuration process STEP6 shown in FIG. This database configuration process STEP6 is a process for forming the clip information database DBCL. FIG. 6 shows a specific configuration example of the clip information database. In this configuration example, the clip information file output by the clip information generation program P1 of the present embodiment is set to be stored in the root folder RFCL. In the illustrated example, subfolders CLA, CLB, CLC, CLa1, CLa2, CLc1, and CLa1a having a plurality of layers (up to three layers in the illustrated example) are formed in the root folder RFCL, and the lowermost subfolders CLa1a, CLa2, CLB, and CLc1 are formed. Each of the above clip information databases DBCL is configured.

  The clip information database DBCL is provided with a plurality of DB folders S1, S2,... Stored in the subfolder CLa1a, for example. The above-mentioned clip information files S11, S12,... Are stored in these DB folders. In the DB folders S1, S2,..., At least a part of the clip information identification code Icj such as the type of the determination item is recorded as, for example, a folder name. In addition, each clip information file S11, S12,... Includes at least a part of the acquired information identification code Ici such as, for example, the name of the acquired information file, the specific information of the traveling vehicle such as the vehicle number, and the traveling date and time. Recorded as a file name. The clip information identification code Icj and the acquired information identification code Ici are not limited to being recorded as a folder name or a file name, but are recorded in an appropriate file in the folder or an appropriate configuration area in the file. Also good. However, since each code is recorded as a folder name and a file name as described above, only the identification code recorded as the folder name or the file name is recognized and classified by the operation status report program P2 described later. It becomes easy to display. As described above, an example in which the folder name or file name of the clip information CL indicates the environment around the moving body SE, the driving operation mode DM, or the type of the point status PS is the clip status CL or the type of the clip information CL. It is one mode in the case of recording in association with.

  As shown in FIG. 12, a check information operation input part g17 is formed between the video reproduction display area g12 and the travel change display area g14. In the illustrated example, a check information registration icon g17a and a check information expansion list g17b are formed in the check information operation input unit g17. When the check information development list g17b is selected, as shown in FIG. 13, a check information registration button g17c, a point search button g17d, a clip batch registration button g17e, a check information output button g17f, and a check information input button g17g are displayed. The check information registration icon g17a and the check information registration button g17c have the same function. When these are selected (checkpoint setting operation), the point data corresponding to the playback time point of the video data at the selected time point (actually the point range) ) Is registered as check information CH indicating a checkpoint. In addition, as shown in FIG. 11, the check information CH can be registered by instructing the inside of the travel change display area g14 with a right click of the mouse or the like.

  Registration of the check information CH is performed by being recorded in a check information file (or check information database) other than the acquired information file and the clip information file. However, the check information CH may be recorded in the acquisition information file together with the acquisition information MB (i). As the content of the check information CH, for example, coordinate data (GPS data) indicating point data (check points) is an indispensable element. Of course, the information is not limited to the coordinate data, as long as it is information that can identify the point data even indirectly. Also, the date and time of check registration, or the name and storage location of the acquired information file that was displayed when the point data was captured, the time data at the time of playback when passing the coordinate data in the acquired information file, The traveling direction data of the traveling vehicle at the above points may also be included.

  The check information CH that has undergone the registration operation as described above has point data corresponding to the playback time point of the video data. For example, in this embodiment, the check information CH includes the point data corresponding to the playback time point. However, in the present embodiment, the check information CH is set not only as the spot data itself but as indicating a predetermined range (for example, a range having a radius of 50 m) centered on the spot data. When the check information CH is registered, the check information CH is displayed in the travel change display area g14 as shown in FIG. In the illustrated example, a colored band mark displayed on the upper edge of the graph display area of the travel change display area g14 is a check information marker g14ch that displays a check portion corresponding to the check information CH. In this case, a recording range when traveling in a range of, for example, a radius of 50 m centered on the point is displayed by the length of the check information marker g14ch in the time axis direction. Therefore, when the traveling speed is high, the band shape of the check information marker g14ch is displayed short. In the present embodiment, the check information CH is registered so as to be within a certain distance range, but may be registered so as to be within a certain time range, or may be registered as just one point of information. Good.

  When the point search button g17d is operated, a confirmation dialog box shown in FIG. 22 is opened, and if this is agreed, a plurality of acquired information files displayed in the input file display box g11b are searched, as shown in FIG. In addition, the display part of the acquired information file including the operation information having the check point (passing point) is colored and displayed. When the colored acquisition information file is selected, a travel change display area g14 including the check information marker g14ch is displayed as shown in FIG. When the clip batch registration button g17e is selected and operated, a designation dialog (not shown) for designating a folder in which clip information files are stored is displayed. When a folder designation operation is performed, clips in the folder are displayed. Check information CH can be automatically registered using the point data in the information file as a check point. In this case, when the name of the acquisition information file is recorded in the clip information file in the form of a part of the file name, for example, it is read and the corresponding acquisition of the displayed plurality of acquisition information files is obtained. For example, the check information CH including the name of the target acquisition information file is registered in a form associated with the information file. Thus, the check information marker g14ch is displayed in the travel change display area g14 only when the acquired information file is reproduced and displayed. At this time, as the registration process of the check information CH based on the clip information CL, the point status PS or the type thereof is checked as the check information so that the point status PS or the type associated with the clip information CL is associated with the check point. Register as part of CH. Thus, the check portion corresponding to the check point of the check information CH associated with the point status PS or its type corresponds to the important point CP.

  The check information file is registered as the check information file in the computer on which the clip information generation program is executed, or more preferably, a check information folder storing a plurality of check information files is formed. Registered as an information database. The above operation is executed by the check information registration unit P1f shown in FIG. 4 in accordance with the above-described check information setting operation. Here, when the registered check information CH is shared or used between terminals such as other computers, the registered data in the check information file is output by operating the check information output button g17f. can do. This function (operation) is executed by the check information output means P1g shown in FIG. 4 according to the check information output operation. On the contrary, when the check information is fetched from the outside, the registered data can be fetched by operating the check information input button g17g. This function (operation) is executed by the check information input means P1h shown in FIG. 4 according to the check information input operation.

  In a state where the check information CH is registered or inputted from the outside, the check information CH is automatically searched for by the check information search means P1i shown in FIG. 4, and the check information for the currently called operation information TI. A passing point corresponding to the check point indicated by CH is searched. Then, according to the search result, the check portion of the operation information TI corresponding to the check point indicated by the check information CH by the check information display means P1j is displayed on the travel change display area g14 as the check information marker g14ch. The check information marker g14ch represents the position of the check portion corresponding to the check point in the operation information TI.

  At this time, by operating the reproduction operation input unit g12s in accordance with the check information marker g14ch, the check portion where the check information marker g14ch is displayed is selected according to the point specifying operation for specifying the check portion. Can be played back and the contents displayed. In addition, a check point is included by adjusting the clip start time and the clip end time to the front and rear ends of the display range of the check information marker g14ch by an operation on the clip time width setting display portion g16b of the clip information setting area g16. By setting a clip period in the range and operating the preview button g16e, it is possible to selectively reproduce the check portion of the operation information corresponding to the check information CH and display the content. In any method, the check part of the operation information TI passing through a predetermined check point can be displayed reliably and easily in a short time based on the check information CH, so that the contents can be confirmed and viewed to the driver. Can be easily performed.

  Further, in the state where the position of the check portion corresponding to the check information CH (check information marker g14ch) is displayed, the clip period is set using the display of the check information CH in the same manner as described above (for example, the check information marker g14ch It is also possible to generate clip information CL in correspondence with the display period. In particular, the check information CH registered for one operation information TI is applied to a part that passes the same check point in another part of the same operation information TI, or another traveling vehicle is used. This is applied to other operation information TI by a driving operation of the driver or having another acquisition time (operation time), and is displayed to generate clip information CL having a clip period corresponding to the check information CH. Thus, it is effective when confirming or extracting a part corresponding to the important point CP in the other operation information TI.

  Further, in this embodiment, by operating the point search button g17d, the check information search means P1i shown in FIG. The acquired information file including the checkpoint is specified, and the specified acquired information file is displayed in a manner that can be distinguished from other files by the check information display means P1j shown in FIG.

  Furthermore, in this embodiment, by operating the above-mentioned clip batch registration button g17e, a plurality of clip information CL in the specified folder is called from the clip information database CLDB, and the check information registration means P1e stores the clip information CL. The check point data can be extracted from the movement data and registered as check information CH. At this time, when the point status PS or the type thereof is associated with the clip information CL, the point status PS or the type thereof can be associated with the check information CH indicating the corresponding check point.

  As shown in FIG. 9, an OPTION button g18 is formed between the video playback display area g12 and the travel change display area g14. When the OPTION button g18 is operated, a plurality of OPTION buttons g18 are operated as shown in FIG. A setting list g18a including setting items appears so that appropriate settings can be made according to the selection operation.

  The clip information setting operation and the check information setting operation corresponding to the above point setting operation can have various operation modes as described above. In this case, the clip information generation corresponding to the important point extracting means is performed. The means and the check information registration means need to be provided with a function corresponding to the operation mode. For example, the case where the important point extracting means has an automatic detection function for automatically detecting the important point CP (one or a plurality of specific points) will be described as follows. That is, as an example of the case where the clip information generating means has an automatic detection function of the clip period, when the movement data of the operation information TI is searched and the moving body changes direction, the direction change is performed. It is possible to automatically set a clip period including a time point when the point is passed. In this case, the automatic detection of the point where the direction change was made (the slow duty point at the time of turning such as turning left or right) is the amount of change in the moving direction of the moving body and the corresponding change time within the predetermined range. It can be performed by detecting whether or not (a change in direction by a certain angle (for example, 70 degrees) or more has been performed within a certain time (for example, 8 seconds)). In addition, by changing the detection condition, for example, only when the slow driving duty at the time of turning is not fulfilled or when it is caused by a certain sudden handle operation as the turning may be automatically detected as a detection target. . Similarly, when the moving body stops, when the moving body merges with another route, when the moving body reaches the vicinity of a railroad crossing, and the like can be set as detection targets. At this time, not only using the above movement data, but also referring to separately stored map data, according to the point information of the map data at the point specified from the movement data, various specific points (intersections, junctions, Automatic detection of railroad crossings, etc.) may be performed. In addition, as an example of the case where the check information registration unit has the automatic detection function of the check point, the movement data of the operation information TI is searched, and when the moving body changes direction, the direction change is performed. A point may be automatically detected as a check point. In this case as well, it is possible to detect a turning point (slowing-down duty point) by searching for the amount of change and the transition time in the same manner as described above, and when the slowing-down duty is not fulfilled, It is also possible to automatically detect only when this is done. Similarly to the above, it is also possible to detect a point where the moving body has stopped, a point where the moving body has joined another route, a point where the moving body has reached the level crossing, and the like. In addition to using map data, automatic detection of various specific points (intersections, junctions, railroad crossings, etc.) by referring to separately stored map data and according to the point information of the map data at points specified from movement data The same may be said of performing this. As described above, when the important point extraction means has the automatic detection function of the important point CP and its point status PS or its type, the point setting operation is only a function instruction operation for causing the automatic detection function. It is also possible to configure by combining the function instruction operation and a detection target designating operation for designating the detection target (detection time point or type of detection point) of the automatic detection function. .

[Operation status report program]
Next, the driving situation report program will be described in detail with reference to FIG. 5 and FIGS. FIG. 5 is a schematic configuration diagram showing the configuration of the function realization means realized by executing the driving situation report program by the computer. FIGS. 24 to 38 show various procedures when the driving situation report program is executed by the computer. It is a screen block diagram which shows the example of the display screen which appears in.

  In the operation status report program P2 of this embodiment, when the program is started, a display screen (actually a display window, the same applies hereinafter) G2 shown in FIG. 24 is formed. In the display screen G2, an operation menu g21 is formed in the upper left, and a file operation input unit g21a and a setting operation input unit g21b are formed in the operation menu g21. Below the operation menu g21, an operation setting display unit g22 including a travel month display unit g22a, an input folder display unit g22b, a travel month operation unit g22c, and a data search button g22d is formed. In this operation setting display part g22, the month to be displayed on the travel month display part g22a is displayed according to the operation on the travel month operation part g22c, and when the data search button g22d is operated, the subfolder in which the data exists is automatically searched. One of them is displayed in a database display area g23 to be described later. Further, when a plurality of subfolders exist in the root folder RFCL by the above search, they are displayed in the pull-down list of the folder display portion g22b, and the subfolders to be displayed can be selected from the list.

  A database display area g23 is formed below the operation setting display part g22. The database display area g23 is an area for classifying and displaying the entire configuration of the above-described clip information database, and occupies the main part of the display screen G2. A list output button g23a is formed at the upper right of the database display area g23. When the list output button g23a is operated, the data contents displayed in the database display area g23 are output as a file in the form of a list corresponding to a classification display described later.

  When the setting operation part g21b of the operation menu g21 is selected, an environment setting drop-down menu is displayed as shown in FIG. 25. When the environment setting in this menu is operated, an environment setting dialog g21c shown in FIG. 26 is displayed. The In the environment setting dialog g21c, a route designation part g21d for designating the root folder RFCL in which clip information is stored and a setting in the computer, various search key settings, link data, and the like are registered, and clip information is registered. An internal management DB designating part g21e for designating an internal management database for overall management of the database is provided, and other setting parts are formed as necessary.

  On the other hand, when the file operation part g21a of the operation menu g21 is selected and operated, drop-down menus of an import menu g21f and a reconstruction menu g21g are displayed as shown in FIG. When the import menu g21f is selected, an input dialog g21h shown in FIG. 28 is displayed. In the input dialog g21h, an input folder designating part g21i for designating an input folder in which a clip information database to be imported is stored, an input folder display part g21j for displaying the configuration in the designated folder, and an import destination DB folder are designated. And a DB folder display part g21l for displaying a configuration in the designated DB folder. The file display part g21m displays the imported clip information file. When the import button g21n is operated, as shown in FIG. 29, the clip information file in the folder designated by the input folder designation part g21i and displayed in the input folder display part g21j is designated by the DB folder designation part g21k and It is imported into the DB folder displayed in the DB folder display part g21l.

  When the reconfiguration menu g21g shown in FIG. 27 is selected and operated, a confirmation display dialog g21o shown in FIG. 30 is displayed. When the reconfigure button g21p on the lower right is operated, the changes made by the import process are reflected in the database configuration. In addition, the clip information database is reconstructed as shown in FIG.

  Next, when the data search button g22d is selected, the contents of the clip information database DBCL in the root folder RFCL are displayed in the database display area g23 as shown in FIG. The database display area g23 displays the clip information CL (i, j) stored in the clip information file by classifying it according to the difference between the acquired information identification code Ici and the clip information identification code Icj. In the present embodiment, the classification display mode M has a tabular format that forms a two-dimensional matrix in such a mode that the acquired information identification code Ici is a row and the clip information identification code Icj is a column. In the illustrated example, a row is formed for each vehicle number and crew name displayed in the row title column at the left end as the acquired information identification code Ici and the detection date, and is displayed as the clip information identification code Icj in the column title row at the upper end in the drawing. A column is formed for each judgment item. Further, an “other” column is provided at the right end of the figure for each acquired information identification code Icj, and an event that occurred during traveling is recorded in the clip information CL (i, j) for each original acquired information MB (i). .

  In the clip information database DBCL classified and displayed in a tabular format in the database display area g23, the classification display mode M in a vertical and horizontal matrix configured according to the difference between the acquired information identification code Ici and the clip information identification code Icj. One or a plurality of clip information CL (i, j) is associated with each of the plurality of cells ms, and a display marker corresponding to each clip information is displayed. In the illustrated example, a symbol indicating the determination result of the clip information CL (i, j) is displayed in each cell ms. Here, in the determination result of the illustrated example, the symbol “◎” is excellent, the symbol “○” is good, the symbol “△” is allowed in the case where there is no traffic violation, and the symbol “▲” is displayed in the case where there is a traffic violation. Minor violations, symbol “●” indicates serious violation, and symbol “?” Indicates difficulty in determination. The above operations are executed by the clip classification display means P2a shown in FIG. 5 according to the selection operation for the classification display mode M. In the display field of the clip information identification code Icj in the classification display mode M (index row at the uppermost edge in the figure), “pause”, “stop at level crossing”, “expected start”, “stop line over” , “Trip driving”, “Safe driving near intersections”, “Slowing duty”, “Distance between vehicles”, “Slowing when turning left”, “Slowing when turning right”, “Distance between stopping vehicles”, “Gaze”, “ “Handle”, “Seat belt”, and “Others” are displayed. These indications indicate the surrounding environment of the moving body indicating the point situation PS or the type thereof and the driving operation mode or the type thereof, which means either one, but the other is also indirectly specified. Only one (particularly driving operation mode or type thereof) is meant, and the other can be divided into those not specified. Here, each display indicates at least one of the surrounding environment of the moving body or its type and the driving operation mode or its type, and corresponds to the point situation PS according to the present invention or its type.

  In the above-described classification display mode M in the matrix format or the table format, when the selection operation is performed within each cell ms classified by the two identification codes Ici and Icj by clicking with the mouse or the like, the display in the selected cell ms corresponds. One or a plurality of clip information CL is selected at once. Further, when the row title mi in the leftmost row title column or the column title mj in the uppermost column title row for displaying the acquired information identification code Ici or the clip information identification code Icj itself is selected and operated, All included clip information CL is selected. Note that “other” cell ms is associated with one or a plurality of clip information to be noted in the acquisition information corresponding to the acquisition information identification code of the row to which the cell belongs, and the clip information to be noted by the selection operation. Are selected at once.

  As described above, when one or a plurality of clip information CL displayed in the database display area g23 is selected (the clip information designation operation is performed) as shown in FIG. 32, the selected clip information CL is called up, As shown in FIG. 33, a display screen G3 (display window) is formed separately from the display screen G2, and the clip information CL selected in the video list g31 therein is displayed by at least a part of the identification codes Ici and Icj. Is done. Here, it is preferable that the point status PS of the clip information CL or its type is displayed in the video list g31. In this case, it is desirable that the displayed point situation PS or its type has more detailed contents than the contents displayed in the classification display mode M. For example, when the point status PS or the type thereof is not completely displayed in the classification display mode M (only the type of the point status PS is displayed, only the driving operation mode or the type thereof is displayed), the point status It is desirable that the PS is displayed completely (the entire point situation PS is displayed, the environment around the moving object or its type is also displayed, etc.). Even when the type is already displayed, it is desirable to display a more detailed environment around the moving body and a driving operation mode.

  The clip information database configuration display function for the database display area g32 and the function for calling one or a plurality of clip information CL to the display screen G3 according to the selection operation for the configuration display are the above-described internal management database. It is done with reference to. At this time, the calling operation of the selected one or more clip information is executed by the clip information calling means P2b shown in FIG. Here, in the driving situation report program P2, the clip classification display means P2a and the clip information calling means P2b are functions that operate in accordance with a point designation operation by the driving instructor Z or the driver X themselves, This corresponds to a partial function of the important point display means 3 corresponding to the important point browsing step SC.

  As shown in FIG. 33, on the display screen G3, a video playback display area g32 configured in the same manner as the video playback display area g12 is formed on the left side of the video list g31. A reproduction operation input unit g32s configured similarly to the operation input unit g12s is formed. A determination information display part g33 for displaying determination information is formed below the reproduction operation input part g32s. Further, below the video list g31, a travel change display area g34 configured in the same manner as the travel change display area g14, a comment input part g35 (see FIG. 35), and a GPS data display part g36 (see FIG. 35) can be displayed alternately by the tab structure. The above function (operation) is executed by the clip information display means P2c shown in FIG. The clip information display means P2c corresponds to a part of the important point display means 3 according to the present invention, and constitutes the important point display means 3 together with the clip classification display means P2a and the clip information call means P2b.

  Here, as shown in FIG. 35, when the comment tab is selected, a comment input part g35 is displayed. The comment input unit g35 is configured to store various comments related to the clip information CL being reproduced. This operation is executed by the clip information editing means P2d shown in FIG.

  Further, when the individual output button g38 is operated, a save dialog g39 shown in FIG. 36 is displayed, and individual data relating to the selected one or more clip information CL can be output. This operation is executed by the individual data output means P2e shown in FIG. The individual data output means P2e is a means for creating and outputting appropriate data for one or a plurality of clip information CL selected by the operator, whereby one or a plurality of the data selected as described above is output. Management data can be created in an appropriate format for the clip information CL. In this case, the individual data can be output after adding additional information by the operator to at least a part of the original one or a plurality of clip information CL by the clip information editing means P2d.

  In addition, as shown in FIG. 37, you may further provide the map display part g40 in the said display screen G3. In the illustrated example, the map display unit g40 is configured to be able to display the video list g31 alternately by a tab structure. When the map display part g40 is selected and operated, a map display area g41 shown on the left side of FIG. 38 is displayed. The map display area g41 displays a map of a range including point data corresponding to the reproduction time point of the video reproduction display area g32 (centering on a position corresponding to the point data in the illustrated example). In the map display area g41, a standard marker g42 indicating the current traveling position corresponding to the point data is shown. Further, in the map display area g41, the display and non-display of the standard marker g42, the display and non-display of the travel locus, and the necessity of rotating the map in accordance with the travel direction can be switched by selecting a check box. Composed. Further, when the illustrated distance radar button g43 is operated, the reproduction of the video data in the video reproduction display area g32 is temporarily stopped, and the distance from the current traveling position is concentric as shown on the right side of FIG. Displayed by distance marker g44.

  According to the operation status management system, the clip information generation program P1, and the driving status report program P2 of the present embodiment described above, the following effects can be obtained.

  First, clip information CL (i, j) is generated from the acquired information MB (i) by the clip information generation program P1, and the video data of the clip information CL (i, j) is reproduced and displayed by the operation status report program P2. Therefore, even if the acquisition information MB (i) is recorded as data over a long period of time, the main points of the acquisition information MB (i) can be quickly and easily grasped, and various processes and other management can be performed in a short time. It becomes possible to work. Therefore, when the driving instructor Z causes the driver X to view the important point CP, the driving instruction of the driver X is made according to the point specifying operation using the point situation PS or the type by the driving instructor Z. Since the important point CP based on the operation information can be selected or selected quickly and reliably and in a procedure according to the intention of guidance, the guidance effect for the driver X can be enhanced. However, the above point designation operation can be performed not only by the driver instructor Z, that is, by a person other than the driver X, but also by the driver X itself.

  Further, in the clip information generation program P1, when the acquired information MB (i) is reproduced and displayed, the time change of the running mode is displayed in graphic form, and the position corresponding to the reproduction time point is indicated, whereby the time at the reproduction time point of the acquired information is displayed. Since the driving situation before and after the target can be estimated, it is possible to easily and quickly grasp the driving situation and set the clip information. This is the same even when the video data of clip information CL (i, j) is reproduced and displayed in the driving situation report program. As a result, it is possible to easily and quickly grasp the traveling situation. In particular, in the point designation operation by the driving instructor Z or the driver X, it becomes possible to quickly find the problem part (problem point) and reproduce and display the video data. Therefore, even when the important point CP is repeatedly displayed, The instruction effect by the driver instructor Z or the learning effect of the driver X itself can be enhanced.

  Furthermore, since the clip information generation program P1 can set the clip period corresponding to the playback time point of the video data, the clip period can be set accurately and quickly only by operating while viewing the video data. This point is the same when registering the check information CH, and the point data corresponding to the reproduction point of the video data can be registered as the check information CH. Therefore, the point data can be accurately and simply operated by watching the video data. You can register quickly. The important point CP using the check information CH is displayed when the video data of the acquired information MB (operation information TI) is reproduced and displayed (reproduction display in the clip information generation program P1). However, if the check information CH is registered not for the operation information TI as described above but for the clip information CL, when the clip information CL is displayed, the check information is included in the clip information CL. Only the portion corresponding to CH can be further narrowed down and displayed.

  Further, in the driving situation report program P2, a plurality of clip information CL (i, j) are classified and displayed by the acquired information identification code Ici and the clip information identification code Icj, and each display classification (cell ms, row) of this classification display mode M is displayed. By selecting the title mi or the column title mj) and performing a point designation operation, one or a plurality of clip information CL belonging to the display classification can be called. Accordingly, since it is possible to capture and display an appropriate clip information group required by the operator, it is possible to quickly and easily perform various report processing work and management work of the operation status. In particular, when the driver instructor Z performs the above point specifying operation, since the important point CP can be selected and specified using the point status PS or its type, the important point CP is not browsed in advance. The appropriate important point CP can be browsed for the driver X on the spot. Even when the driver X himself / herself browses the important point CP, the target important point CP can be browsed quickly and accurately by performing the point designation operation using the point status PS or its type.

[Configuration corresponding to video scaling function (position reference setting means and position index display means)]
Next, a configuration corresponding to a video scaling function (a position reference setting unit and a position index display unit) in the operation management method and the operation status management system according to the present invention will be described. In the clip information generation program P1 or the driving situation report program P2, the configuration is such that when a playback video is displayed in the video playback display area g12 or g32 based on the video data included in the acquired information MB or the clip information CL, respectively. In addition, this is an additional function applied to the reproduced video. Hereinafter, the case where the function is added in the clip information generation program P1 will be described in detail. However, the operation status report program P2 can also be configured by adding the function.

  FIG. 39 is a schematic configuration diagram showing the configuration of the function realization means of the clip information generation program P1 ′ of this embodiment. Here, each means indicated by a dotted line in the figure is the same as the clip information generation program P1 of the previous embodiment, and is not an essential configuration in the present invention, so the description thereof is omitted. In this embodiment, a video scaling function for displaying a distance line or a time line as a position index in an overlapping manner on a playback video displayed in the video playback display area g12 by the same video playback display means P1b as in the previous embodiment. It is provided.

  In the present embodiment, as shown in FIG. 39, position reference setting means P1x for setting a position reference in accordance with a reference specifying operation, and position index display means P1y for displaying a position index superimposed on the reproduced video according to the position reference. And. The position reference includes a scale condition determined by an origin position, a reference distance, and a reference position, and a shooting condition determined by a shooting position, a shooting direction, and a shooting angle of view related to the position and orientation of the camera. Further, the position index display means P1y has a function for setting a condition related to the display mode of the position index, for example, an index display condition including an array mode of the position index and a display mode of the position index, and the position reference and the position from the array mode. A function for calculating the display position of the index, and a function for displaying the position index in a superimposed manner on the playback video according to the display position and the display form.

  FIG. 40 is a screen configuration diagram (a) showing a user interface before setting the position reference and displaying the position index of the clip information generation program P1 ′ having the video scaling function of this embodiment, and the position index. The screen block diagram (b) which shows the user interface of the displayed state is shown. As shown in FIG. 40 (a), the display screen G1 ′ of the present embodiment is similar to the display screen G1 of the clip information generation program P1 of the previous embodiment, and the input file designation area g11 and the video reproduction display area g12. A reproduction file information display area g13, a travel change display area g14, a travel change display setting part g15, and a clip information setting area g16. In the video reproduction display area g12, an image of a traveling road outside the traveling vehicle is displayed by a camera or the like mounted on the traveling vehicle as shown.

  On the display screen G1 ′, the video scaling activation is made up of two check boxes for setting whether or not to display the distance line and the time line corresponding to the position index of the present invention in the upper left position of the video reproduction display area g12. An operation unit g12x is provided, and it is possible to select whether or not to display a distance line and whether or not to display a timeline by an operation such as clicking with a mouse or the like. In the case of the illustrated example, the distance line can be displayed by an operation of checking a check box on the left side of the image scaling activation operation unit g12x. In this state, a distance line A (for example, a red line) that extends horizontally is displayed outside the upper edge of the video reproduction display area g12, and a video baseline C that extends horizontally outside the lower edge of the video reproduction display area g12. (For example, a gray line) is displayed.

  The distance line A and the video base line C are video playback display areas by moving operations such as drag and drop from the initial position (position along the upper edge and the lower edge of the playback video), respectively. It can be arranged at an arbitrary display position in the traveling direction (vertical direction in the figure) on g12. Here, the video base line C indicates an origin position which is one of the scale conditions among the position references regarding the display position on the reproduced video, and the distance line A is a contrast which is another scale condition. It shows the position. That is, the moving operation is a reference instruction operation for setting the scale condition of the reproduced video by designating the origin position and the reference position. However, if the lower edge position of the video playback display area g12 coincides with the lower edge position of the playback video and the lower edge of the playback video may be used as the origin position as it is, the moving operation of the video baseline C is not performed. The initial position may be left as it is. It should be noted that the scale condition of the reproduced video is not defined until a reference distance (to be described later) indicating the distance between the origin point on the traveling road (road surface) and the reference point corresponding to the display interval between the origin position and the reference position is specified. Is set. Since the reference distance can be a predetermined value (5 m in the illustrated example), it is not necessary to be a target for the reference instruction operation. However, the reference distance may be appropriately changed. In this case, the reference instruction operation may include a reference distance instruction operation.

  FIG. 40B shows a state in which the distance lines A and P and the time line Q, which are position indicators, are displayed based on a position reference including a shooting condition described later in addition to the scale condition. The timeline Q is displayed under a predetermined condition by checking the check box on the right side of the video scaling activation operation unit g12x. The distance lines A and P indicate the display position on the reproduced image corresponding to the reference point that is a predetermined distance away from the origin point on the travel path corresponding to the display position (origin position) of the video baseline C. Here, the distance lines A and P are displayed in red, the time line Q is displayed in yellow, and the distance lines A and P and the time line Q are displayed so that the colors and other aspects can be distinguished from each other. The distance line P is a position index displayed at a display position different from the distance line A arranged on the reproduced video by the above-described reference instruction operation. In the illustrated example, the distance line P is a specific distance from the origin point. It is arranged at a specific display position corresponding to a specific point having. In the illustrated example, five distance lines P corresponding to five points 0 m, 1 m, 3 m, 10 m, and 20 m from the origin point corresponding to the origin position indicated by the video baseline C are displayed on the reproduced video. Overlaid on the screen. Here, each distance line A, P is accompanied by a distance display indicating the distance L. In addition, the 0 m distance line P displayed superimposed on the video base line C has a screen underline distance obtained in accordance with shooting conditions described later (the origin corresponding to the display position of the video base line C of the playback video from the camera position). The distance in the traveling direction to the point is additionally displayed.

  On the other hand, the timeline Q indicates a specific display position on the reproduced video corresponding to a specific point starting from the origin point and reaching a predetermined time t when the traveling vehicle travels at the current speed v. In the illustrated example, four timelines Q after 0.3 seconds, 0.5 seconds, 1.0 seconds, and 3.0 seconds are displayed superimposed on the reproduced video. This timeline Q is accompanied by a time display indicating the time t. The timeline Q is checked on the right side of the figure only when the distance line A is instructed while the check box on the left side of the video scaling activation operation part g12x is checked and the distance lines A and P can be displayed. Displayed when a box is checked. The distance lines A and P arranged on the reproduced video can be individually deleted by an instruction and operation (double-clicking at the time of instruction) with a mouse or the like, and the distance line A at the initial position is indicated and By operating (double-clicking when instructing), all the distance lines A and P on the reproduced video can be deleted. Furthermore, when the instruction of the distance line A is completed in the state shown in FIG. 40A, the instruction of the distance line A and another operation (right double click at the time of instruction) are performed, so that FIG. The indicated distance line P is displayed.

  In the present embodiment, the distance lines A and P and the time line Q, which are position indicators, are displayed at specific display positions on the reproduced video, but the display positions are on a traveling path (road surface) reflected in the reproduced video. Reflects specific points and the distance between specific points. For example, the distance line P having the distance L of 10 m is displayed at a specific display position having a specific interval from the origin position on the reproduced video. This display position is the origin point on the travel path reflected on the reproduced video (reproduced). This is a position where a specific point on the traveling road 10 m ahead from the point on the traveling road corresponding to the display position of the video baseline C on the video is reflected.

  In this way, by looking at the distance lines A and P, a point having a specific distance from the origin point can be known on the reproduced video. Therefore, for example, when the traveling vehicle is temporarily stopped or parked, the point on the traveling path corresponding to the temporary stop position or the parking position corresponds to the preceding vehicle traveling on the traveling path first during traveling. It is possible to quickly and surely grasp whether the distance between the vehicles. Therefore, it is possible to easily and objectively determine whether the stop position, the parking position, and the inter-vehicle distance are appropriate.

  On the other hand, by visually recognizing the timeline Q, it is possible to dynamically know a specific point that arrives after a specific time from the origin point. Thus, for example, whether the traveling vehicle has sufficient time to sufficiently respond to the sudden accident of the preceding vehicle or whether the vehicle is making a right or left turn at a slow speed sufficient to avoid crossing pedestrians. It is possible to grasp with certainty. Therefore, it is possible to easily and objectively determine the degree of safety based on the inter-vehicle distance and the traveling speed, the dynamic response capability and the corresponding attitude associated with the change in the situation at the site.

41 (a) and 41 (b) show the relationship between the position and interval on the virtual screen DP corresponding to the reproduced video and the position of the point on the traveling road (road surface) R and the distance between the points reflected in the reproduced video. It is explanatory drawing shown. The virtual screen DP is a virtual screen on which an image corresponding to the playback video can be obtained when all points on the travel path R that appear in the playback video are projected in the shooting direction (direction toward the camera). FIG. 41A shows the relationship between the positions of the distance lines A and P and the video baseline C on the virtual screen DP and the points B, Bs, and Bp on the travel path R. The shooting conditions when shooting the outside using a camera mounted on a traveling vehicle, etc. are the shooting position determined by the camera ground height H, the shooting direction determined by the camera vertical tilt δ, and the shooting image determined by the camera vertical angle of view φ. It is determined by the angle. First, the horizontal distance (traveling vehicle) in real space between the shooting position of the camera and the screen lower edge position B indicating the lower edge of the virtual screen DP (in the example shown, coincides with the point B on the travel path R). Is the underline distance Ld on the screen.
Ld = Htanθ (1)
It turns out that it becomes. Here, if the camera vertical angle of view φ is equiangular up and down with respect to the shooting direction (direction along the dashed line in the figure), θ = 90 ° −φ / 2−δ. However, in this case, the camera inclination angle δ is positive from the horizontal to the downward angle as shown in the figure.

  First, assuming that the video baseline C coincides with the screen lower edge position B as shown by the solid line in the figure, in this case, the screen lower edge position B is the origin position on the reproduced video. Is the origin position on the virtual screen DP corresponding to. In the illustrated example, a virtual screen DP in which the lower edge position of the screen is on the travel path R is assumed. Therefore, the origin position B also coincides with the origin point on the travel path R. Further, the position of the distance line A on the virtual screen DP determined by the camera ground height H, the camera vertical tilt δ, and the camera vertical angle of view φ is determined by an interval Xa with the screen lower edge position B. At this time, a point on the travel route R corresponding to the position of the distance line A on the virtual screen DP is set as a reference point Bs. Here, the following description will be made on the assumption that a position reference including a scale condition is set, in which the reference point Bs is located in front of the origin point B by a reference distance Ls. In the present embodiment, as described later, the position reference is based on road surface display such as a white line, a speed display, and a rhombus mark drawn on the road R while watching the road R displayed in the reproduced image. As described above, the distance line A can be set (reference instruction operation) by disposing it at the reference point Bs separated from the origin point B on the travel path R corresponding to the screen lower edge position B by the reference distance Ls.

First, as shown in FIG. 41A, the intersection of the line of sight of the distance line A (shown dotted line) and the perpendicular passing through the screen lower edge position B is K, and the height of the intersection K is h. In this case, the following formula (2) is established.
h = H · Ls / (Ld + Ls) (2)
Further, assuming that the intersection angle between the perpendicular and the virtual screen DP is the same as the camera tilt angle δ, the following expression (3) is established.
h−Xacosδ = H · Xasinδ / (Ld + Ls) (3)
Here, since h = Xacosδ + (h−Xacosδ), the following formula (4) is established by substituting the above formula (3).
h = Xacosδ + H · Xasinδ / (Ld + Ls) (4)
From the above formula (2) and the above formula (4), the following formula (5) is obtained.
H · Ls / (Ld + Ls) = Xacosδ + H · Xasinδ / (Ld + Ls) (5)
When the interval Xa on the virtual screen DP is obtained from this equation (5), the following equation (6) is obtained.
Xa = H · Ls / [(Ld + Ls) cosδ + Hsinδ] (6)

However, the playback video that is actually displayed in the video playback display area g12 is the virtual screen DP reduced at a constant scale S, so that the lower edge of the display position of the distance line A on the playback video ( The distance xa from the screen lower edge position B) is expressed by the following equation (7).
xa = H · Ls · S / [(Ld + Ls) cosδ + Hsinδ] (7)
Note that the scale S is obtained by actually measuring the display interval xa on the reproduced video, and based on the camera ground height H, the camera vertical tilt δ, and the camera vertical angle of view φ of the imaging conditions, the screen underline distance from the equation (1). By obtaining Ld and further using the reference distance Ls, an unknown scale factor S can be obtained. The scale S is defined by the following equation (8).
S = xa / Xa = xa [(Ld + Ls) cosδ + Hsinδ] / H · Ls (8)

Next, a method for obtaining the display position of the distance line P on the reproduced video will be described. The distance line P is a position index indicating a display position corresponding to a point Bp on another travel path R other than the control point Bs on the travel path R corresponding to the display position of the distance line A. Assuming that the distance between the point Bp on the travel route R corresponding to the distance line P and the origin point B is Lp, the virtual screen DP between the display position P of the distance line and the screen lower edge position (origin position) B The upper interval Xp is as shown in FIG. 41A, and the display interval xp = Xp · S on the reproduced video is obtained by substituting the distance Lp in place of the reference distance Ls in the above equation (7). Similar to (8), it is represented by the following formula (9).
xp = H · Lp · S / [(Ld + Lp) cosδ + Hsinδ] (9)
Here, S is obtained by the equation (8), the screen underline distance Ld is obtained by the equation (1), and the camera ground height H and the camera vertical inclination δ are used to obtain an arbitrary distance. The display interval xp corresponding to Lp can be obtained.

On the other hand, as shown in FIG. 41 (b), the distance from the origin point B corresponding to the display position of the video baseline C to the point Bq that arrives after time t is Lq, and the speed of the traveling vehicle If v is v, the distance between the two points is represented by Lq = v · t. At this time, the timeline Q at time t, which is a position index, indicates the display position on the reproduced video corresponding to the point Bq. Here, the display interval xq on the playback video of the timeline Q corresponding to the position on the virtual screen DP corresponding to the point Bq (interval Xq with respect to the lower edge position B of the screen) is the following, similarly to the above equation (9): (10)
xq = H · Lq · S / [(Ld + Lq) cos δ + Hsin δ] (10)
Therefore, since the distance Lq is obtained by setting the time t, the display interval xq of the timeline Q corresponding to the point Lq can be obtained from the equation (10) in the same manner as described above.

Each of the above equations is established when θ is determined as described above by the camera vertical tilt δ and the camera vertical angle of view φ, and the screen underline distance Ld is determined by the above equation (1) by θ and the camera ground height H. . At this time, the video baseline C is set to the lower edge position of the reproduced video (the lower edge position of the screen or the origin position B in the figure) as described above (interval Xc = 0). However, when the video baseline C is arranged above the lower edge position of the reproduced video as shown in FIG. 40, the interval Xc is not 0 as shown by a white circle C in FIG. As indicated by the chain line, the substantial lower edge position B ′ of the screen is arranged forward by ΔL from the origin point B corresponding to the origin position. The screen underline distance Ld ′ in this case is expressed by the following equation (11) using the underline increase distance ΔL.
Ld ′ = Ld + ΔL = H tan θ ′ = H tan (θ + Δθ) (11)
Here, Δθ is expressed by the following equation (12) when the camera vertical tilt δ does not change and the amount of change in the camera vertical angle of view φ is −Δφ.
Δθ = − (φ′−φ) / 2 = − [(φ−Δφ) −φ] / 2 = Δφ / 2 (12)
That is, when the video baseline C is moved upward, as the upward movement amount increases, the camera vertical field angle φ (shooting field angle) decreases (−Δφ), and θ increases correspondingly (+ Δθ = + Δ / 2), the screen underline distance Ld increases on the contrary (+ ΔL).

  On the other hand, since the reference distance Ls is the same as described above, the reference point Bs also moves forward by ΔL to become the reference point Bs ′, and the point Bp also moves forward by ΔL to become the point Bp ′. Accordingly, the position on the virtual screen DP of the distance line A indicated in accordance with the reference point Bs is the point A ′ (on the virtual screen DP corresponding to the reference point Bs ′ (see FIG. 41A). Accordingly, the position of the distance line P corresponding to the point Bp ′ on the virtual screen DP also becomes P ′ (white circle in the figure).

  In this case, when setting the scale condition, if the position of the video baseline C on the virtual screen DP is close to the screen lower edge position B, there is almost no problem even if the camera vertical angle of view is left as described above. Absent. However, if the video baseline C moves away from the screen lower edge position B to some extent as shown in the figure, the amount of change (decrease) −Δφ in the camera vertical angle of view φ increases and + ΔL also increases. The display position xp of the distance line P obtained by Expression (9) does not match the point on the travel path R shown in the reproduced video. This is because the interval Xp on the virtual screen DP is obtained with the camera vertical angle of view φ as it is according to the above equation (6), although the shooting angle of view is substantially narrowed (the screen underline distance Ld is increased). Because Ld remains small, the distance Xp indicating the position of the distance line that should be at the position P ′ on the virtual screen DP further increases, and the distance line P moves further upward. At this time, as will be described later, the distance line P is adjusted by adjusting the camera vertical angle of view φ while viewing the reproduced video (decreasing the camera vertical angle of view φ in accordance with the amount of movement of the video baseline C). An appropriate camera vertical angle of view may be adjusted so that it matches the display position of the point on the travel path R that appears in the reproduced video. In this case, theoretically, the camera vertical angle of view should coincide with φ ′, but the camera vertical angle of view is not necessarily φ ′. This is because the display position of the distance line P does not always coincide with the corresponding point Bp on the traveling path R even if the camera vertical angle of view is set to φ ′ due to errors in other shooting conditions, lens characteristics, and the like. It is. For this reason, it is meaningful to adjust the vertical angle of view of the camera while viewing the reproduced video as described above.

  Next, a method for setting the distance line A will be described with reference to FIG. Here, the reproduced video shown in the figure is an example of a reproduced video having no blind spot below, such as a transport truck. For this reason, the moving operation of the video baseline C is unnecessary, and the origin position Xc = 0. Then, by operating the reproduction operation input unit g12s in the upper left diagram of FIG. 42, the base end (the end on the near side) of the white line (length is 5 [m]) at the center of the road surface of the traveling road R shown in the reproduction image. Is set to the lower edge position of the reproduced video (in the example shown, it matches the origin position of the video baseline C). Thereafter, the distance line A is moved, and the distance line A is aligned with the tip (distant end) of the white line, thereby specifying the reference position A and the distance Xa between the origin position B and the reference position A. (Reference instruction operation). However, the actual operation content in this case is only an instruction operation for the reference position A, and default values are used for the origin position B = C and the reference distance Ls. Here, if the default value of the reference distance Ls is set to 5 m, Xa−Xc = Xa = 5 m. In this case, the scale condition in the traveling direction with the interval Xa = 5 m is set by the position reference setting means P1x. Will be set.

  On the other hand, in this example, the camera ground height H, the camera vertical tilt δ, and the camera vertical angle of view φ are set as predetermined values. For this reason, when the scale condition is set, the position reference of the reproduced video is determined based on the scale condition and the predetermined shooting condition. Further, when a predetermined operation, for example, a right double-click is performed by indicating the display position of the distance line A, the position reference display unit P1y causes the position reference and the arrangement of the position index among the index display conditions. Based on the mode (which is also set to a default value), the display interval xa of the distance line A and the display interval xc of the video baseline C are measured, and the display position xp of the distance line P as a position index is calculated. Is done. Thus, as shown in the upper right diagram of FIG. 42, as the position index, the distance L, which is the display value of the distance display, is 9 distances of 0 m, 1 m, 2 m, 3 m, 4 m, 5 m, 10 m, 15 m, and 20 m. Lines A and P are displayed on the reproduced video in accordance with the display mode of the position index among the index display conditions (in the form of a horizontal line with the distance display). The distance display associated with the distance line indicates the value of the distance L from the origin point B at the position of the reference point Bs and the point Bp on the travel route R corresponding to the display intervals xa and xp of the distance lines A and P. Yes.

  In the playback image of the illustrated example, a white line of 5 m is shown ahead with a white line having a length of 5 m arranged at the foremost side, and a white line of 5 m is shown further ahead, so from the origin point B corresponding to the origin position It is possible to confirm the display position on the reproduced video corresponding to a point 10 m or 15 m away. In the case of the upper right diagram in FIG. 42, the display position of the distance line P corresponding to a point that is separated from the origin point B by 10 m or more does not coincide with the white line and the interval on the playback image (the length and interval of the white line are both 5 m). You can see that This is because the above shooting conditions do not correctly reflect the shooting state of the actual video data of the playback video. Therefore, as shown in the lower right diagram of FIG. 42, the condition setting dialog DA is called, and the distance scale setting tab DA2 is changed to change any of the camera ground height H, the camera vertical inclination δ, and the camera vertical angle of view φ. The shooting condition is corrected by adjusting at least one of the position, shooting direction, and shooting angle of view. However, in this example, since the video base line C is not moved (the video base line C is at the origin position B), the above-described camera vertical view angle φ and screen underline distance Ld do not change. It is not necessary to make significant adjustments (reductions) in the camera vertical angle of view φ, and generally, if the shooting conditions are not so different, the camera ground height H, camera vertical tilt δ, It is sufficient to finely adjust any of the angles φ as appropriate. Here, since the positions of the distance lines A and P change in real time by this adjustment operation, as shown in the lower left diagram of FIG. 42, all the distance lines A and P are aligned with the display positions corresponding to the white lines on the reproduced video. Make adjustments until

  FIG. 43A shows a case where the playback video displayed in the video playback display area g12 is two screens. In this case, for example, a vehicle exterior image in front of the traveling direction is displayed on the left side of the reproduced image, and the traveling road is reflected in the vehicle exterior image. On the right side of the reproduced image, an in-vehicle image of the traveling vehicle is displayed. In this case, in order to display both videos side by side in the video playback display area g12, the vertical width of the playback video is smaller than the vertical width of the video playback display area g12. For this reason, the video base line C is moved upward in the figure and matched with the lower edge position of the left image in the figure, thereby setting the lower edge position of the outside image on the left side in the figure as the origin position. In this way, the distance line P can be displayed by instructing the display position of the distance line A as described above.

  FIG. 43B shows a case where the playback video displayed in the video playback display area g12 is four screens. In this case, for example, a vehicle exterior image in front of the traveling direction is displayed in the upper left of the reproduced image, a vehicle exterior image in front of the traveling direction photographed on the right side of the vehicle body is displayed in the upper right of the reproduced image, and the lower left of the reproduced image. Shows a vehicle exterior image captured in the rear side of the traveling direction photographed on the right side of the vehicle body, and a vehicle exterior image rearward in the traveling direction is displayed in the lower right of the reproduced image. All of these images outside the vehicle show the road. Here, for example, the video baseline C is moved upward in the figure to match the lower edge position of the outside image in the upper left of the figure (and the upper right of the figure). In this way, the designation and display of the distance line A and the display of the distance line P can be performed with the lower edge position of the image outside the vehicle in the upper left (and upper right in the figure) as the origin position.

  Note that in both cases of the two screens and the four screens, since the lower edge of the reproduced video in which the traveling path is reflected is above the lower edge of the video reproduction display area g12, the position of the video baseline C is set to the position of the reproduced video. Setting the lower edge simply means setting the lower edge of the reproduced video to the origin position B. In this case, since the lower edge of the reproduced video is set to the origin position B, the display position of the position index reflecting the original camera vertical angle of view φ can be obtained. However, the scale S obtained by measuring the display positions xa and xc is smaller than that in the case of a single screen. Even when the lower edge of the reproduced image is above the lower edge of the image reproduction display area g12 in this way, the field of view outside the vehicle is hidden by a part of the vehicle near the lower edge of the external image in front of the actual traveling direction. In the same manner as in FIG. 40, the video baseline C can be moved further upward than the lower edge position of each video to match the lower limit of the range in which the field of view outside the vehicle is displayed. However, in this case, since the origin position indicated by the video baseline C is higher than the lower edge of the reproduced video, it is necessary to adjust the camera vertical angle of view φ as described above.

  44 and 45 show a distance line setting method when there is a blind spot on the lower side of the reproduced video. 44 shows a case of a passenger car, and FIG. 45 shows a case of a transport truck. In FIG. 44, as shown in the upper left diagram, the video baseline C is moved above the reproduced video and is arranged at the tip of the bonnet. In the case of a normal vehicle, the front end of the vehicle body is about 2 m ahead of the camera position, and the screen underline distance Ld (dead angle) corresponding to the front end of the vehicle body is about 5 m. When the vehicle is on the baseline C, the inter-vehicle distance is about 3 m. Thus, as the blind spot range is larger, the amount of upward movement of the video base line C is larger, so the above-mentioned screen underline distance Ld ′ is increased underline increase distance + ΔL.

  At this time, if the dimension (length) in the traveling direction of the speed display of 50 km shown on the road surface of the traveling road reflected in the outside image is known, the base end (front end) of the speed display is determined. The playback video is sent and returned to match the video baseline C. Thereafter, the distance line A is moved downward in the reproduced video and is aligned with the tip (distant end) of the speed display. Thus, the distance line A is a reference position on the reproduced image corresponding to the reference point Bs that is separated from the origin point B on the road corresponding to the origin position indicated by the video base line C by the speed display length. Will be placed. If the speed display length matches the reference distance, the scale condition of the reproduced video is correctly set.

  However, as described with reference to FIG. 41, in this case shown in FIG. 44 as well, since the video baseline C is moved to a position higher than the lower edge of the playback video, φ And the difference between φ ′ and −Δφ, the consistency between the display position of the distance line P and the position of the point on the travel path R is lost. For example, as the display position of the distance line P corresponding to the point Bp on the road R where the distance Lp from the origin point B is large, the deviation from the point on the road shown in the reproduced video corresponding thereto becomes more conspicuous. Therefore, the condition setting dialog DA is called as shown in the upper right diagram of FIG. 44, and the camera vertical view angle φ is adjusted to be smaller (−Δφ) than the original playback video shooting angle in the distance scale setting tab DA2. By doing so, the distance display of the distance line P can be matched with the reproduced video as shown in the lower diagram of FIG.

  Next, also in the case of FIG. 45, since the dashboard is shown near the lower edge of the reproduced video as shown in the upper left diagram, the video baseline C is aligned with the tip of the dashboard. Further, when the distance line A is arranged in accordance with the white line on the traveling road and a predetermined operation is performed, the distance line P is displayed as shown in the upper right diagram. In this case, the display position of the distance line P is not so bad in consistency with the corresponding point on the traveling road, and has consistency with the corresponding point up to the distance line P of 10 m. However, the display position of the distance line P of 15m and 20m ahead is shifted from the corresponding point. Therefore, the condition setting dialog DA shown in the lower right diagram is called to lower the camera vertical angle of view φ in the distance scale setting tab DA2, and the display positions of all the distance lines P are displayed at the corresponding points on the road as shown in the lower left diagram. Adjust until it matches the display position.

  FIG. 46 shows a case where a rhombus mark drawn on the road surface of the traveling road is used. In this case, as shown in the upper left diagram, the base line (front edge) of the rhombus mark is aligned with the lower edge (or video base line C) of the reproduced image, and the distance line A is then displayed on the rhombus mark. Arrange it according to the tip (far edge). Thereafter, when the distance line P is displayed by a predetermined operation, the upper right view is obtained. At this time, in order to confirm the consistency of the distance line P, as a different method from the above, the reproduced image is returned by frame advance, and as shown in the left middle diagram, the rhombus marks are located on the far side of the reproduced image. It is moved to (upward position on the reproduced image), and in this state, the base end or tip end of the rhombus mark is aligned with any distance line P. Then, on this screen, it is possible to confirm the consistency of the display interval between the distance lines (in the example shown, the distance line A of 5 m and the distance line P of 10 m) corresponding to the base end and the tip end of the rhombus mark. At this time, if the consistency is not sufficient, the distance line is aligned with the road surface display in the playback video of the left middle figure while operating the distance scale setting tab DA2 of the condition setting dialog DA as shown in the middle right figure. Let Further, the same procedure as described above is further repeated, and as shown in the lowermost figure, the display interval of another distance line and the consistency of the display distance between the distance lines P of 10 m and 15 m can be confirmed. When the display positions of the distance lines are not matched, the shooting conditions for the camera ground height H, the camera vertical tilt δ, and the camera vertical angle of view φ may be adjusted as appropriate as described above. Also, in the above method, the playback time point of the playback video is returned to move the display position of the same road surface display to a distant point, but another road surface display having the same dimensions is arranged in front. If so, the playback time point of the playback video may be advanced.

  FIG. 47 shows a display mode of the operation setting tab DA1 in the condition setting dialog DA. The operation setting tab DA1 includes communication setting items for specifying communication conditions for cooperation with map data and GPS data prepared outside the computer, presence / absence of voice output at the time of starting the program, range of used functions, operation Setting items relating to aspects and the like are provided.

  FIG. 48 shows a display mode of the distance scale setting tab DA2 in the condition setting dialog DA. This distance scale setting tab DA2 is provided with a shooting condition setting section DA2a for setting shooting conditions such as a shooting position, a shooting direction, and a shooting angle of view, such as the camera ground height H, the camera vertical tilt δ, and the camera vertical angle of view φ. . The camera underline distance shown corresponds to the screen underline distance Ld, and is automatically calculated from the other imaging conditions.

  Further, the distance scale setting tab DA2 is provided with a display distance designating part DA2b for designating a display distance measured from the origin point of the point on the travel path corresponding to the display position of the distance line P as an arrangement mode of the position index. . A distance line P is arranged at a display position on the reproduced video corresponding to the display distance specified here, and a distance display indicating the numerical value of the display distance is attached to the distance line P. In the illustrated example, the 0 m and 5 m distance lines do not need to be specified, and the 0 m distance line P is automatically displayed. Further, the distance line A of 5 m corresponds to the reference distance Ls = 5 m, and is a default value that does not need to be specified in the illustrated example. However, the reference distance Ls may be set arbitrarily.

  FIG. 49 shows a display mode of the time scale setting tab DA3 in the condition setting dialog DA. The time scale setting tab DA3 is provided with a display time designating section DA3a for designating the display time of the timeline Q as an arrangement mode of the position index. A timeline Q is arranged at a display position on the reproduced video corresponding to the display time designated here, and this timeline Q is accompanied by a time display indicating the numerical value of the display time.

  50 (a) and 50 (b) show the position of the distance line P or timeline Q on the virtual screen DP and the points on the travel path when the underline increasing distance Lc corresponding to the moving amount of the video baseline C is taken into consideration. It is explanatory drawing which shows the relationship with a position. As illustrated, when the underline increase distance Lc corresponding to the display position of the video baseline C is taken into consideration, the substantial screen underline distance is Ld + Lc. In the present embodiment, the position on the virtual screen DP corresponding to the screen underline distance Ld + Lc is the origin position C, and there is an illustrated interval Xc between the origin position C and the screen lower edge position B on the virtual screen DP. The origin point Bc corresponding to the origin position C is ahead of the screen lower edge position B by the distance Lc, and the reference distance Ls and the display distance Lp are set starting from the origin point Bc, and the reference point Bs and the point Bp are set. The position of is determined.

In this case, the following equation (13) corresponding to the above equation (6) is established.
Xa = H (Lc + Ls) / [(Ld + Lc + Ls) cosδ + Hsinδ] (13)
Further, when the interval Xc on the virtual screen DP is obtained in the same manner as the equation (13), the following equation (14) is obtained.
Xc = H · Lc / [(Ld + Lc) cosδ + Hsinδ] (14)
When the scale S shown in the following equation (15) is used, the display position xp of the distance line P and the display position xq of the time line Q are expressed by the following equations (16) and (17).
S = (xa−xc) / (Xa−Xc) (15)
xp = H (Lc + Lp) S / [(Ld + Lc + Lp) cosδ + Hsinδ] (16)
xq = H (Lc + Lq) S / [(Ld + Lc + Lq) cosδ + Hsinδ] (17)
Here, Ld can be obtained from the above equation (1). The underline increase distance Lc and the scale factor S, which are unknown numbers, are obtained by measuring the display position xa of the distance line A and the display position xc of the video baseline C. , Can be obtained using the above equations (13) to (15). Then, the display position xp of the distance line P and the display position xq of the time line Q can be calculated by the above formulas (16) and (17) using Lc and S obtained as described above.

  In this case, in addition to the camera ground height H, the camera vertical tilt δ, the camera vertical angle of view φ, and the screen underline distance Ld, which are shooting conditions, the underline increase distance Lc determined by the set position of the video baseline C is taken into consideration. Therefore, theoretically, no adjustment work should be necessary if the shooting conditions are correct for the actual camera regardless of the setting position of the video baseline C. However, since the actual camera situation does not necessarily exactly match the above shooting conditions and is also affected by the lens characteristics, in order to match the display positions of all the distance lines P on the reproduced video, It is preferable to perform an operation for adjusting any of the photographing conditions in the same manner as described above.

  By providing the video scaling function described above, in the present invention, the operation status processor Y selects an important point CP, or adds an identification code or a comment to the clip information CL or the check information CH. It is possible to quickly and easily perform the determination operation of the driving operation mode. In addition, when the driver X or the driver instructor Z displays or browses the important point CP, the driving operation mode can be grasped and evaluated objectively and accurately by using the position index as a reference. Is possible.

  As described above, in the present embodiment, the operation recording step SA in which the acquired information MA (including the operation information TI) is recorded by the drive recorder 1 mounted on the traveling vehicle operated by the driver X is performed. Is called. Next, by using the clip information generation program P1, the clip information CL is generated from the recorded operation information TI or the check information CH is registered in accordance with the point setting operation of the operation information processor Y. The important point extraction step SB for recording the important point CP corresponding to the point status PS or its type is executed. After that, using the driving situation report program P2, the important point CP is displayed according to the point designation operation using the point situation PS of the driving instructor Z or its type, and the important point that the driver X views this point. A browsing step SC is executed.

  Therefore, habits, habits, defects, etc. (driving operation mode according to the surrounding environment of the moving body) are extracted from the specific point situation PS of the driver X or the type thereof, and the specific point situation PS or the type thereof is extracted. Since the important point CP can be displayed selectively or in an appropriate procedure and can be viewed by the driver X, the habits, habits, Since defects and the like can be recognized objectively and specifically, drastic improvement in driving operation can be achieved. In other words, it is possible to convey to the driver intensively and clearly the facts related to the driving operation mode performed according to the environment surrounding the moving body, which arises from the driver's values, subconsciousness, ability, etc. This makes it easier to execute improvements and corrections regarding specific driving operation modes performed in response to a specific environment around the moving body. This makes it possible to prevent fundamental accidents rather than simply prevent accidents such as conventional analysis and investigation of accident causes and indications of near-misses.

  In addition, after the above-described operation recording step SA, important point extraction step SB, and important point browsing step SC, the second operation information TI acquired after the driver X has viewed in the important point browsing step SC is recorded. Corresponding to the surrounding environment SE of the driver X by executing the important point confirmation step SCH for confirming the portion corresponding to the important point CP with respect to the second operation recording step SA and the second operation information TI. The degree of improvement of the driving operation mode DM can be confirmed. In this case, the confirmation result can be recorded and stored by extracting the important point CP from the second operation information TI in the important point extracting step SB after the confirmation. Further, further improvement effect can be obtained by further performing important point browsing step SC and feeding back to driver X himself / herself. On the other hand, after the operation record step SA, the important point extraction step SB, and the important point browsing step SC, the second operation record step SA for recording the second operation information TI and the second operation information TI are used. Also by executing the second important point extraction step SB for extracting the important point CP, the improvement degree of the driving operation mode corresponding to the environment around the moving body in the driver X can be confirmed. In this case, a further improvement effect can be obtained by performing an important point browsing step SC on the extraction result and feeding back to the driver X himself / herself.

[Second Embodiment]
Next, an operation management method and an operation status management system for a moving body according to a second embodiment of the present invention will be described. The basic configuration of the present embodiment is the same as that described with reference to FIG. 1 for the description of the first embodiment, and the functions of the clip information generation programs P1, P1 ′ and the operation information report program P2 are also described above. Since they are the same as those described above, description thereof will be omitted.

  The present embodiment is implemented by using an operation status management program P3 having a schematic configuration shown in FIG. The operation status management program P3 acquires the operation information TI recorded in the operation recording step SA similar to that in the first embodiment, that is, the acquisition information MA that captures the acquisition information MA recorded by the drive recorder 1 (operation recording means). Insertion means P3a. In this acquisition information capturing means, for the acquisition information MA recorded in the drive recorder 1 similar to the first embodiment, analysis of the operation information TI, processing of the operation information TI (file generation for each operation day, index The operation information database TIDB is configured through processes such as generation and stoppage determination, calculation of driving evaluation indices, generation of management information, and the like. Here, additional information such as a driver name, a vehicle number, a management number, and an ID code can be added when the operation information processor Y performs a predetermined input operation. Each process by the acquisition information fetching means P3a is executed in accordance with the conditions set by the management method setting means P3b for which an appropriate setting operation is possible.

  Based on the operation information database TIDB, the management information display means P3c constitutes a screen display to be described later. This screen display displays the operation information TI in various formats as will be described later. Also, the clip information generation program P1 (or P1 ′) is activated by an information display operation for the screen display described later, and operation information TI corresponding to each information displayed on the screen display can be displayed. . It is also possible to use various functions described in the first embodiment, such as generation of clip information CL and registration of check information CH. Note that functions that are not described in the first embodiment regarding registration and display of check information will be described in detail later.

  Further, the management report output means P3d can output various operation reports (specifically, operation report file data and print data) such as daily operation reports and operation monthly reports by the report generation operation for the screen display. Further, as shown by a broken line in FIG. 51, the operation status report program P2 described in the first embodiment is activated in response to the information display operation for the screen display, and the portion corresponding to the clip information CL and the check information CH You may comprise so that can be displayed. Further, as shown by a broken line in FIG. 51, the operation status report program P2 may be activated from the clip information generation program P1 or P1 ′.

  Next, examples of operations and functions of the operation status management program P3 will be described in detail with reference to FIGS. 52 to 60 which are screen configuration diagrams. FIG. 52 shows a screen configuration of the display screen G4 when the operation status management program P3 is started. The display screen G4 is provided with an operation display part g41 arranged at the top and a data display part g42 arranged below the operation display part g41. The operation display unit g41 includes an information capture button g41a for capturing the acquired information MA recorded in the traveling vehicle and a display range of the captured operation information TI (range of operation date, vehicle number, driver, etc.) And a search button g41c for searching for operation information TI are provided.

  The data display part g42 is provided with a list tab g42a and an operation status tab g42b. In the list tab g42a, a list of operation information TI is displayed as shown in FIG. The displayed operation information TI corresponds to the acquired information MB. In the example shown in the figure, the operation information TI is displayed for each line as daily report data for each operation day. A list is displayed. Further, in each row, the operation date of each daily report data included in the operation information TI is displayed together with operation management information such as a traveling vehicle and a driver name such as a car number and a driver name specifying the daily report data. . In addition, an overview of daily report data such as operation time (total time from the start to the end of operation), travel time (the actual travel time of the operation time), and distance of the daily report data is also displayed. Further, as shown in the figure, it can be set to display at least a part of evaluation data AS which is an operation evaluation index described later. In addition, when the “Meter etc.” button is selected, a comment entry dialog is displayed, and the traveling meter value, inspection items, ETC fee, etc. of the traveling vehicle can be recorded. In the daily report column at the right end of each row, a detail display button, a print button, a PDF file generation button, and a data output (EXP) button for realizing an output function for the daily report data are displayed.

  On the other hand, in the operation status tab g42b of the data display part g42, as shown in FIG. 53, a calendar display indicating the location of daily report data included in the operation information TI is shown. By this calendar display, the operation date of the operation information TI (that is, the day on which daily report data exists) can be easily grasped. The calendar date is displayed at the top of the data display part g42, and numbers are written in the lower column. The date on which the number is written indicates the day on which the daily report data exists, and the number indicates, for example, an acceleration energy loss index, which will be described later, among the operation evaluation indexes. However, the display content of the column can be other than the above such as the operation time, the travel time, the distance, etc. included in each daily report data by various settings. As described above, the data display unit g42 is configured such that an outline of the operation status indicated by the operation information TI can be grasped by a list display or a calendar display indicating daily report data of the operation information TI.

  Next, with reference to FIG. 54, an operation for taking in the acquired information MA, converting the acquired information MB, and generating operation information TI (daily report data) obtained from the acquired information MB will be described. The illustrated example shows a case where a recording medium (SD card) mounted on the drive recorder 1 mounted on a traveling vehicle is read. For example, the above-mentioned recording medium is loaded into a medium reader (SD slot) of a personal computer (not shown), and as shown in FIG. An import confirmation dialog G43 shown in 54 (b) is displayed. The import confirmation dialog g43 is provided with input fields g43a and g43b for inputting a car number and a driver name. In these input fields g43a and g43b, an appropriate character string is input as necessary (input may be omitted), and when the acquisition start button is clicked with a mouse or the like, the acquisition process of the acquired information MA is performed. Be started.

  When the capture process is started, a capture execution dialog g44 shown in FIG. 54C is displayed, and the fact that the capture process is being executed and the progress of the process are displayed on the main display part g44a. Is done. In addition, the sub display part g44b including the video display area is displayed, and the traveling video included in the acquired information MA is displayed, and it is indicated that the operation information is being collected (stopping is being determined). This fetching process is performed by the acquisition information fetching means P3a. Specifically, the operation information TI is fetched as daily report data for each operation day, and the stop information (corresponding to the stop determination described later) described later is performed on the daily report data to extract the visit information indicating the visit point. The visit information is displayed in a manner to be described later for each daily report data that can be visually recognized by the list display and calendar display appearing in the data display part g42 as shown in FIGS. When individual daily report data is formed, a process completion notification g45 shown in FIG. 54 (d) is made.

  52. An instruction operation is performed by clicking a detailed button shown in the daily report column of a row related to specific daily report data in the list display shown in FIG. 52, or a numerical value shown below the date column in the calendar display shown in FIG. When an instruction operation is performed by clicking a column or the like, an operation detail screen G5 related to the specific daily report data shown in FIG. 55 is displayed. The operation detail screen G5 is provided with a first display part g51 in the upper part of the figure and a second display part g52 in the lower part of the figure. The first display part g51 is provided with a main tab g51a and a tachograph tab g51b. In the main tab g51, as shown in FIG. 55, the index data of the entire daily report data is displayed (left side in the figure), the map, photograph or video is displayed (center in the figure), the operation evaluation index of the entire operation information TI, A main display including a comment entry button, a map print button, a daily report print button, and the like (right side in the figure) is made. In the tachograph tab g51b, as shown in FIG. 56, a map and a tachograph (acceleration graph) are displayed.

  On the other hand, the second display part g52 is provided with a visit status tab g52a and a driving indicator tab g52b. In the visit status tab g52a, as shown in FIG. 55, based on the visit information obtained by the stop determination applied to the daily report data, the outline of the operation unit data between the visit points is sequentially displayed in each row. The displayed list display (operation details) is formed. Here, in each row, the arrival time, departure time, stop period, detection reason indicating the determination reason at the stop determination, the address of the stop point, and the like are automatically displayed. In addition, in each line, work contents at a stop point, environmental data such as temperature and weather, information on a visit destination, and the like can be input as necessary. Here, there is a case where visit destination data including at least visit destination specific information and point information is recorded and registered in advance in a memory of a computer (visit destination data holding means). In this case, it is determined whether or not there is visitor data corresponding to the visit point determined by the stop determination (visit destination determination means). That is, the correspondence between the visit point and the point information of the registered visit destination data is automatically determined. For example, if the visited point and the point information are within a preset separation distance (for example, 100 m), it is determined that there is correspondence. When there is corresponding visit data, the specific information recorded in the corresponding visit data, for example, the name of the visit, the work contents at the visit, etc. are automatically displayed together with the visit information. (Operation details display means). In addition, when information on a visit destination or the like is input in the list display as described above, the input information is recorded and registered in association with the corresponding visit point as new visit destination data (visit First registration means). Here, when the input information corresponds to the existing visited data, the information may be registered in the visited data. Further, an operation button (to be described later) is prepared in the detail confirmation column for each line, and by operating this button, the clip information generation program P1 or P1 ′ is activated, and the operation unit data corresponding to each line is reproduced and displayed. It is like that. In addition, a next line insertion button at the upper left of the list display unit is configured to manually add a line to an appropriate position in the list display and add visit information. This is a function for correcting the visit information when the stop determination described later is inappropriate. In this case, the delete button in each row realizes a function for deleting the operation unit data inserted by adding the visit information.

  On the other hand, in the driving index tab g52b, as shown in FIG. 56, the details of the driving evaluation index of the displayed daily report data as a whole are displayed. The driving evaluation index will be described in detail later. In any of the above screens, the operation detail screen G5 is closed when the close button g53 is specified by clicking or the like.

  In the list display shown in FIG. 55, the operation unit data displayed on a specific line based on the visit information is instructed by clicking the “video + map” button displayed in the detailed confirmation column in each line. Thus, the clip information generation program P1 or P1 ′ described in the first embodiment is started. In the clip information generation program P1 or P1 ′, a plurality of acquired information files (ASF files) in the daily report data are read, and a portion corresponding to the operation unit data is reproduced and displayed. Note that the display screen and the state of the playback video at this time have already been described, and will be omitted. In this display screen, as described above, various functions such as video data playback display, clip information CL generation and preview, check information CH registration, check point or check portion positioning display, check portion playback display, and the like. It can be executed according to the operation.

  FIG. 57 shows a daily report pattern output when an instruction operation is performed by clicking a PDF button or a daily report print button on the display screen shown in FIG. 52, FIG. 55, or the like. This daily report pattern includes an overview data display section for the entire selected daily report data (upper left in the figure), an additional data display section (lower and right sides of the overview data display section) such as commented fuel, inspection items, ETC information, A driving evaluation index display part (the central part in the figure), visit information (the lower part in the figure), and the like are included.

  FIG. 58 shows display contents of the SD card import tab DE1 of the environment setting dialog DE. In this SD card capture tab DE1, various information such as designation of acquisition source of acquisition information MA acquired by the acquisition information acquisition means P3a, specification of acquisition destination, specification of data type and contents to be acquired, etc. Can be set.

  FIG. 59 shows the display contents of the stop determination tab DE2 of the environment setting dialog DE. In this stop determination tab DE2, various settings can be made for the stop determination process performed in the process of the operation information TI executed by the acquired information fetching means P3a. This stop determination process is a process for extracting visit information reflecting the visit point from the daily report data. Specifically, the stop determination process is a process for detecting the presence or absence of a stop at the visited place from the operation information TI. In the illustrated example, as the setting contents of the stop condition (corresponding to the stop condition described above) when the stop determination (corresponding to the stop condition described above) is performed, the stop time is determined after the traveling vehicle stops. (Determines that the vehicle is stopped only when the time is equal to or greater than the set time value) A “speed zero” condition indicating a time, and a recording interruption time, which will be described later, required to determine that the traveling vehicle is in an ACC / OFF state. “ACC / OFF” condition indicating (time without video data), “speed when stopped” condition indicating the maximum speed when the traveling vehicle is judged to have stopped, slow drive at the destination such as traveling before stopping It is not a slight movement that can be ignored due to errors in the GPS data or the like, but a “travel before stopping” condition that indicates the minimum movement time when judging that actual traveling is being performed (ie, Whether it ’s a move, Time to determine whether the post-detection by the signal) can set the "idling stop" condition for the range of the parking time (zero speed time) when it is determined that idling stop.

  Actually, the presence / absence of ACC / OFF (power cut-off) in the “ACC / OFF” condition and the presence / absence of engine stop in the “idling stop” condition are acquired information MA acquired by the drive recorder 1. Is not included. However, in the present embodiment, the power line of the drive recorder 1 is connected to the ACC / ON line of the traveling vehicle, and the drive recorder 1 uses the power of the built-in battery when the power supply is stopped to obtain the acquired information MA. Is recorded on the recording medium (SD card) and the emergency recording operation is executed (emergency recording time = 1 to 2 seconds from the stop of the power supply to the completion of the emergency recording operation), and the acquisition information MA is recorded. Stop. When the power supply is resumed, the drive recorder 1 starts obtaining the acquisition information MA with a predetermined time lag (data acquisition resumption time = 2 seconds or so). Furthermore, since the ACC / ON line (accessory power source) of the traveling vehicle is normally temporarily cut off when the engine is started, at the time of restart after idling stop (engine start time = 1 to 2 seconds) Also, the emergency recording operation is executed, and the recording of the acquired information is temporarily interrupted. As a result, the acquired information MA causes a loss of recording (video data) that is different from the normal one at the time of ACC / OFF and at the restart after idling stop. Here, since the acquisition time is recorded in the acquisition information MA by GPS data or the like, the recording interruption time due to the lack of recording of the acquisition information MA can be known. Generally, when ACC / OFF occurs, the recording interruption time from the time when the recording was last performed when the power was turned off until the recording is resumed when the power is turned on thereafter is actually in the power-off state of ACC / OFF. The time is longer by about 5 to 8 seconds (additional time required for restarting when the power is turned off). Therefore, in order to determine whether or not the ACC / OFF has actually been performed, it is only necessary to confirm that the recording interruption time exceeds at least the additional time. Here, since it is usually impossible for the power-off state to be about 1 to 3 seconds, even if the additional time varies from 5 to 8 seconds, if the upper limit of 8 seconds is usually exceeded, It can be determined that ACC / OFF has occurred. This is also effective for distinguishing from the idling stop described below.

  On the other hand, in idling stop, only the engine is stopped while ACC / ON is maintained. Therefore, the recording interruption time from the time of the last recording due to the power interruption at the time of engine restart until the data recording is resumed is the same as the above additional time. Usually 5 to 8 seconds. Therefore, if the recording interruption time is equal to or shorter than the additional time (about 5 to 8 seconds), it can be determined that the idling stop is performed as long as the “idling stop” condition is satisfied. However, in the drive recorder 1 of the present embodiment, as described above, the acquisition information MA can be arbitrarily set for a certain set time (for example, 10 to 15 minutes) in order to minimize damage caused by data loss due to an accident or the like. ) Records an acquisition information file. For this reason, even if the engine restart due to ACC / OFF or idling stop does not occur, there is always a recording interruption of about the recording resumption time (about 2 seconds) every time the set time elapses in the acquired information MA. doing. Therefore, in order to determine whether or not idling is stopped, it is necessary to detect whether or not the recording interruption time exceeds the periodic interruption time. Therefore, if the recording interruption time falls below the above-mentioned additional time range (about 5 to 8 seconds), it is ignored because it is only an interruption time due to periodic recording. Further, if it is within the range of the additional period, an idling stop may have occurred, and if the “idling stop” condition is satisfied, it is not determined that the vehicle is actually idling stop. In this case, it is assumed that ACC / OFF has occurred if the range of the additional period is exceeded, and the actual idling stop has not occurred. Even if the “idling stop” condition is satisfied, the stop determination is made according to other conditions. Do.

  Moreover, in this stop determination tab DE2, the detection accuracy of the stop automatic detection in the said visit destination determination means can be prescribed | regulated by setting the said separation distance. Here, the above-described separation distance is set to a value smaller than the distance between the closest visited sites. In the visit destination determination means, a search of the registered visit destination data (search for spot information) is performed within the separation distance with respect to the visit point, and a point corresponding to the visit point within the separation distance When registered visit destination data having information is found, it is determined that the visit point in the operation information TI is the registered visit destination, and the information on the registered visit destination is displayed by the operation detail display means. Is displayed in the operation details together with the data of the above-mentioned visited points.

  FIG. 60 is an explanatory diagram of the stop determination. As shown in the upper part of FIG. 60, the judgment conditions of the illustrated example are 60 seconds for the “zero speed” condition, 15 seconds for the “ACC / OFF” condition, 0 km / h for the “speed at stop” condition, The “running” condition is set to 3 seconds, and the “idling stop” condition is set to 10 to 180 seconds. In this case, the actual stop determination will be described along the speed graph shown in the “stop determination example” shown in the middle of FIG. First, in this case, at the determination point where the first stop time (“speed zero” condition) is 22 seconds, the “speed zero” condition does not reach 60 seconds, so it is not determined that the vehicle is stopped (arrival at the destination). .

  Next, at the determination point where the stop time between the periods (a) and (b) is 35 seconds, it is determined that there is ACC / OFF because the “ACC / OFF” condition exceeds 15 seconds, and the stop is determined. At this time, the stop time of the “idling stop” condition is satisfied because it exceeds 10 seconds, but since the recording interruption time exceeds 17 seconds in 17 seconds, it is determined that it does not correspond to the idling stop. Here, it is assumed that the visit point is reached between the periods (a) and (b).

  Since the “zero speed” condition does not exceed 60 seconds at the determination points where the next stop time is 4 seconds and 13 seconds, the stop determination is not made. Furthermore, at the determination point where the next stop time is 33 seconds, the “idling stop” condition (stop time) is satisfied, and the recording interruption time between the periods (b) and (c) is 5 seconds. It is determined to be a stop and no stop is determined. Further, even if the next stop time is 5 seconds, the stop determination is not made due to the “zero speed” condition.

  In addition, at the determination point between the periods (c) and (d), the “zero speed” condition (stop time) is satisfied at 60 seconds, but at this time, the “idling stop” condition is satisfied by the value of the stop time. Since the recording interruption time is also within the range of 5 seconds and the additional time, it is determined that the idling is stopped and the stop is not determined. Even at each determination point where the next “zero speed” condition (stop time) is not satisfied in 42 seconds and 39 seconds, the other conditions are not satisfied, so the stop determination is not made.

  At the determination point between the next periods (d) and (e), the “zero speed” condition is satisfied with a stop time of 198 seconds and the “ACC / OFF” condition is also satisfied from the recording interruption time of 116 seconds. It is assumed that the vehicle is stopped and the destination is reached during the periods (d) and (e). It should be noted that since the stop time is long at this determination point, the “idling stop” condition is not satisfied, and the idling stop is not determined from the recording interruption time. Thereafter, the vehicle is not determined to stop at the determination point where the “zero speed” condition is not satisfied at the stop time of 15 seconds, and the subsequent “zero speed” condition is satisfied at the stop time of 250 seconds (the “ACC / OFF” condition is also the record interruption time). Is satisfied in 250 seconds.) A stop determination is made at the determination point.

  Next, the “example of traveling before stopping” shown in the lower part of FIG. 60 will be described. In this case, as shown in the speed graph, there is a slight travel period that is not recognized as the stop time as indicated by a circle in the figure between after the stop and before starting. In this case, if the travel period is less than 3 seconds, the “travel before stop” condition is satisfied, so the stop time is indicated by the length of the bar in the illustrated example. Further, since it is considered that the vehicle has traveled when the travel period is 3 seconds or more, the length of the bar is immediately before the travel period, and the stop time is shortened. And based on the stop time judged in this way, the above-mentioned stop determination is made.

  As described above, in this operation status management program P3, the operation information TI of a plurality of traveling vehicles is held as daily report data for each operation day by taking in the operation information TI, and the daily report data is analyzed. The visit information including the visit points can be extracted, and the important point CP can be extracted for each operation unit data between the visit points using the clip information generation program P1 or P1 ′ linked to the program P3. Such an extraction process is not particularly limited, but is typically executed by the important point extraction unit 2 in accordance with a point setting operation performed by the operation information processor Y described above.

  Also in this embodiment, the extracted important points CP can be displayed using the point status PS or its type by the driving status report program P2. That is, the important point display means 3 displays the point situation PS designated by the point designation operation or the important point CP corresponding to the type. This operation is also not particularly limited, but is performed by the important point display means 3 in accordance with the point designation operation performed by the above-described driving instructor Z. In this case, the driver X is directed to the driver X, and the driver X is given specific guidance while browsing the important points CP extracted from the driver X's own operation information TI. Do. However, the driver X himself / herself may perform a point designation operation using the operation status PS or its type, and may browse the important point CP extracted from the own operation information TI according to the point designation operation. .

  Finally, functions related to the check information CH of the clip information generation program P1 ′ that can be used in cooperation in the present embodiment as described above will be described with reference to FIGS. 61 and 62. FIG. Note that this function can also be realized in the same way for the clip information generation program P1 or P1 ′ described in the first embodiment. As shown in FIG. 61, the clip information generation program P1 ′ of this embodiment includes a check information registration icon g17a and a checkpoint submenu g17b ′ in the check information input unit g17. A search button g17c ′, a detection point condition setting button g17d ′, a clip batch registration button g17e, a check information output button g17f, and a check information input button g17g are expanded and displayed. A point search button g11p and a detection point condition setting button g11q are also provided in the upper right part of the input file display part g11b.

  When the point search button g17c ′ or g17p is pressed, a file including the operation information TI having the check point of the check information CH among the plurality of acquired information files (ASF files) read into the input file display unit g11b. It is displayed separately from other files that do not include the operation information, such as changing to a different color (density). Then, when a file including the operation information TI having this check point is selected, as shown in FIG. 61, a check information marker g14ch is displayed at the top of the travel change display area g14. The distinction display of the file and the check information marker g14ch display the position of the check portion including the check point of the check information CH in the operation information TI in the selected acquisition information file.

  In this embodiment, when the check information registration button g17a is operated, a point registration dialog g17a1 shown on the left and right of FIG. 62A is displayed, and a check is made in the input box as shown in the left diagram of FIG. The classification of the information CH can be input, or an appropriate classification can be selected and input from the pull-down list as shown in the right diagram of FIG. This classification of the check information CH corresponds to the point situation PS indicating at least one of the above-described moving body surrounding environment SE and the driving operation mode DM or the type thereof. In the pull-down list in the illustrated example, contents corresponding to the above-mentioned environment around the moving body SE or its type are prepared, such as “pause stop”, “crossing stop”, “deceleration (left / right turn etc.)”, “dangerous spot”, etc. Has been. In this case, if information in which the moving body surrounding environment SE and the driving operation mode DM are combined is input as the classification, the contents of the operation information TI in the check portion related to the check information CH can be known in more detail. However, the check information CH is information indicating a check point that is essentially a point corresponding to the predetermined mobile environment SE, and the check information CH is replaced with another part of the same operation information TI or other operation information. Considering the usage mode when applied to TI, it is desirable to input only the environment around the moving body SE as the classification as shown in the example of the drawing.

  In the present embodiment, as shown in FIG. 62 (b), a belt-like check information marker g14ch displayed at the top of the travel change display area g14 is designated with a mouse or the like (the pointer may be simply positioned). Then, an explanation display g14cs indicating the classification of the check information CH is displayed. This explanation display g14cs displays the point status PS corresponding to the check point or its type by the check information display means P1j. For this reason, the point situation PS corresponding to the check information CH in advance only by the operation of designating the check information marker g14ch without actually reproducing and displaying the video data of the check portion of the operation information TI corresponding to the check information marker g14ch. Alternatively, it is possible to know the type (particularly, the environment around the moving body SE or its type). Note that the check information CH (check information marker g14ch) designated as described above can be deleted by a predetermined operation such as double-clicking. As a result, only necessary check points can be left after checking the contents of the check portion.

  In the present embodiment, since the check point is registered in the check information CH in association with the point status PS or its type, the check portion where the check information marker g14ch is displayed in the operation information TI as the important point CP described above. The point status PS grasped by using the explanation display g14cs or the type thereof can be selected and reproduced and displayed. For this reason, the driver X, the operation information processor Y and the driving instructor Z can confirm, display, and browse the check portion related to the check information CH that is the important point CP from the operation information TI in a short time. It becomes possible. Also, the important point CP extraction process (specifically, the point setting operation, in this case, in which the clip information CL is generated in a state where the check information CH (position of the check point or the check portion) is displayed as described above. (Clip information setting operation) can be selectively performed while referring to the point status PS or its type, so that the operation can be speeded up, ensured, and facilitated.

  FIG. 62C shows a detection point condition setting dialog g17d1 that appears when the detection point condition setting buttons g17d ′ and g11q are operated. In this dialog, it is possible to set a narrowing condition when searching with the point search buttons g17c ′ and g11p and to set a search target. In the narrowing-down condition setting, it is possible to select whether or not to set the identity of the acquired information identification code such as the vehicle number (mobile body), the operation route, and the driver as the search condition. If no narrowing condition is set, all acquired information files that match the checkpoints registered in the check information CH that has been taken in are extracted. On the other hand, when the above-described narrowing conditions are set, only acquired information files having the same set viewpoint are extracted.

  On the other hand, in the search target setting, the point status PS related to the check information CH or its type can be specified by the detection target specifying operation. If there is a point status PS or its type specified by the above detection target specifying operation, the clip is associated with the point condition PS or its type (for example, the clip input by the above classification or clip registration) Only the checkpoints of the check information CH (which are registered as they are associated with the information CL) are set as search targets. As the setting contents, the point condition PS or its type is not associated (not input as the above classification), and related to clip information identification codes such as unclassified, temporary stop, and railroad crossing stop. However, if there is no search target designating operation or default setting of the search target, the check points of all check information CH are set as the search targets as an initial setting.

  In the present embodiment, by operating the above-described clip batch registration button g17e, the check information CH can be registered by specifying the position information of the existing or generated clip information CL as a check point. With the above operation, the folder reference dialog g17e1 shown on the left in FIG. 62D is displayed, and the folder in which the clip information CL is stored (for example, a subfolder in the clip information database) can be designated. When one or a plurality of folders are designated and the OK button is pressed, a point batch registration confirmation dialog g17e2 shown on the right of FIG. 62 (d) is displayed. In this dialog, it is possible to select whether the association with the check point related to the acquired information identification code such as the car number or the driver is performed according to the operation information TI currently being reproduced and displayed or according to the association with the corresponding clip information CL. . That is, it is possible to select where to automatically input the acquired information identification code included in the registered check information CH. In addition, a point classification such as “pause” regarding the point status PS can be selected or input from a pull-down list. That is, it is possible to specify the classification associated when the check information CH is registered collectively. However, if the point classification is selected to follow the clip information CL, the registration process of the check information CH can be set so that the point status PS or the type associated with the original clip information CL is automatically associated with the check point. .

  Also in this embodiment, since the position of the check portion of the check information CH indicating the check point that is a specific point is displayed in the travel change display area g14 in the form of the check information marker g14ch, the same as in the first embodiment. Has an effect. In particular, the check information marker g14ch is displayed in the corresponding time range along the time axis of the travel change display area g14, and the time of travel data (movement data, speed data in the illustrated example) displayed in the travel change display area g14. Shown in parallel with change. For this reason, the positioning of the check portion related to the check information CH displayed in the above-described manner can grasp at a glance the relevance with the temporal change mode of the travel data. For example, it is possible to easily know at least a part of the environment around the moving body of the check information CH by comparing the range of the check portion related to the check information CH with the time change of the travel data. For example, if the range of the check portion corresponds to a portion where the speed has decreased due to the time change of the travel data and stopped, the check portion indicates a state at the time of stop. In the present embodiment, the point situation PS or its type is recorded as a part of the check information CH as the above classification and is associated with the check point. Therefore, the video of the check portion of the operation information TI corresponding to the check information CH The point status PS or the type of the check information CH can be grasped in advance without reproducing and displaying data. Furthermore, since the check information search means can select and search the point situation PS or the checkpoint associated with the type in accordance with the search target designation operation for designating the point situation PS or the type thereof, It is also possible to appropriately select and display the check information CH according to the type. Note that the check information search means P1i shown in FIG. 4 does not require any operation as an initial setting, and automatically performs a search on the read operation information TI, and the check information display means P1j The position of the check portion is automatically displayed when the display screen is displayed. However, when new operation information TI is read or when new check information CH is read, the search of the check information CH and the position of the check part are displayed for the first time by performing an operation for specifying the search function. The

  In the present embodiment, the driving evaluation index is calculated in the acquired information processing or the acquired information fetching means P3a which is a part of the processing procedure of the operation status management program P3 or one function realizing means. This driving evaluation index is calculated by the following driving evaluation system 10 (which will be described later, which constitutes the driving evaluation system) linked to the operation status management program P3. Below, with reference to FIGS. 63-78, the structural example of the said driving | operation evaluation system 10 is demonstrated. FIG. 63 is an overall configuration block diagram showing a configuration example of a driving evaluation system for realizing an embodiment according to the driving evaluation method of the present invention, and FIG. 64 is a schematic flowchart showing an example of a processing procedure of the embodiment. In the operation status management program P3, the operation evaluation index calculation process is executed by adopting a configuration incorporating an operation program described later. For example, the operation evaluation is performed by operating the operation program described later in cooperation with the same computer. The calculation of the index can also be executed.

  The driving evaluation system 10 of the present embodiment is configured such that driving evaluation is performed by an MPU (microprocessor unit) 12 performing various calculations and processing based on an operation program stored in the system memory 11. . The MPU 12 reads various data and performs processing. As an example, traveling data S1 (position information, time information) output from a GPS (global positioning system) 13 provided in advance in the drive recorder 1 is used. Is input as a part of the acquired information MA through the input circuit 14 (STEP 1), and the actual speed data S2 is obtained based on the travel data S1 (STEP 2). The date, time, driver It is stored in the recording device 15 together with management data M2 such as name (STEP 3). As an example, as shown in FIG. 65, a speed data basic file SP in which management data M2 is added to actual speed data S2 is created and recorded. The actual speed data S2 includes, for example, status flags p0, p1, p2,... Indicating presence / absence of GPS reception, which is a sequence of units per unit time, and an actual speed value s0, which is a sequence of units per unit time corresponding thereto. s1, s2,... Further, the management data M2 (m0, m1, m2,...) Includes the index, date, time, etc. of the target driver or target vehicle. The management data M2 may be stored as the file name of the speed data basic file SP. The actual speed data S2 in the illustrated example is data that substantially indicates the relationship between speed and time. The travel data S1 and the actual speed data S2 correspond to the movement data of the present invention. The preceding is a pre-processing step for preparing data processing.

  The speed data basic file SP is read by the MPU 12 again (STEP 4), and the basic data CB is calculated based on the actual speed data S2 (STEP 5). The basic data CB is a basic value for obtaining the evaluation data. The travel time, travel distance and average speed of the entire data, travel time for each travel segment i, travel distance Li and average speed Vmi, and each travel Acceleration time or deceleration time, acceleration distance or deceleration distance Lij, Lik, etc. of the acceleration region j and deceleration region k in the segment i. The above is the basic data extraction step for preparing data as a basis for obtaining the evaluation data. These basic data CB are stored in the recording device 15. After that, using the basic data CB, evaluation data AS including an overall evaluation index described later, an evaluation index for each traveling segment, an evaluation index for each average speed band, and the like is obtained (STEP 6). This is an evaluation data calculation step for obtaining evaluation data from basic data. The evaluation data AS is stored again in the recording device 15 as necessary. The evaluation data AS is output to an output device 17 such as a display, a printer, or a speaker via an output circuit 16. In the case of this embodiment, the output device 17 corresponds to a means for displaying the operation detail screen G5 of the operation status management program P3 described above. However, in general, the output device 17 may be any device as long as it simply notifies the evaluation data AS by any method, and the evaluation data AS can be easily recognized by the display system based on the processing of the MPU 12. Alternatively, it may be configured to be displayed in various modes by an external processing system such as a management system.

  Next, the basic concept of the evaluation data AS used in the present embodiment and its significance will be described. The evaluation data according to the present invention is a driving evaluation index indicating how efficiently work is performed by the kinetic energy acquired by the operation target in accordance with the driving operation. Here, in the present embodiment, a case where the operation target of the driving operation is a vehicle and the operation or work mode of the operation target is traveling of the vehicle will be described. However, the mobile object that is the operation target according to the present invention is an automobile. It is not limited to vehicles such as trains and trains, but may be various traveling machines other than vehicles, such as ships and airplanes.

  The concept of the driving evaluation index used in the present embodiment is evaluated from the viewpoint of how efficiently the kinetic energy acquired by the vehicle is used for moving the vehicle. In this case, since the kinetic energy of the vehicle is completely lost once the vehicle stops, the period from when the vehicle starts at a certain point to the first stop is equivalent to one traveling segment (corresponding to the moving segment of the present invention). And the calculation is performed for each traveling segment. The driving evaluation index of the present embodiment is basically calculated by combining a plurality of traveling segments, but basic numerical values can be calculated by one traveling segment.

  FIG. 66 shows an example of one traveling segment i. The traveling segment i is a period from when the vehicle starts at a certain point in time to the first stop as described above, and the speed distribution during the traveling pattern shows various modes. One traveling segment i includes one or a plurality of acceleration regions j in which the speed continuously increases and one or a plurality of deceleration regions k in which the speed continuously decreases, and is displayed in the illustrated example. Although not, there may be a constant speed region where the speed is kept constant. In the figure, arrows Ei1 to Ei5 indicate acceleration energy in each acceleration region j input to increase the vehicle speed, and arrows Fi1 to Fi6 indicate each deceleration region released to decrease the vehicle speed. The deceleration energy at k. The average speed of the traveling segment i is indicated by Vmi. Furthermore, the total acceleration energy of the traveling segment i is indicated by Ei.

  The first evaluation mode (index), which is an evaluation index used in the present embodiment, is an index that indicates the acceleration energy input by the acceleration operation of the operation target based on an ideal energy value. In the present embodiment, the acceleration energy It will be called the efficiency index A. The acceleration energy efficiency index A indicates a ratio of acceleration energy input in an actual traveling pattern to a reference value of acceleration energy for driving the vehicle. Specifically, the ideal state (numerical value = 1) is when the vehicle has traveled the entire travel distance at an average speed, and the ratio of the actually required acceleration energy to the acceleration energy required in this ideal state is obtained. . This is based on the idea that a driving pattern that consumes a lot of useless acceleration energy is given a low evaluation and a driving pattern that uses a little useless acceleration energy is given a high evaluation.

  The acceleration energy efficiency index A of the present embodiment is expressed by the following formula 1.

  Here, Ei is the i-th (i is a natural number from 1 to n) traveling segment, that is, the actual acceleration energy in the traveling segment i, and the acceleration region (time region in which acceleration continues) j in the traveling segment i (J is a natural number of 1 to m) and is the total sum of the acceleration energies Eij. n is the total number of segments.

Here, Eij = M · (Vbj ² −Vaj ² ) = M · ΔV ^2, which is the kinetic energy obtained by the vehicle from the start of acceleration to the end of acceleration in the acceleration region j in the traveling segment i. Vaj is the initial speed at the start of acceleration, and Vbj is the final speed at the end of acceleration. M is the mass of the vehicle.

  Emi is equal to the acceleration energy corresponding to the average speed Vmi of the travel segment i (the kinetic energy when the vehicle travel speed is the average speed Vmi, that is, the acceleration energy required to accelerate from the stationary state to the average speed Vmi). )), The following equation 3 is expressed by the average speed Vmi of the travel segment i.

(Equation 3)
Emi = M · Vmi ² = M · (Li / ti) ²

  Furthermore, Li is the total travel distance of travel segment i. Ti is the total travel time of the travel segment. Although the above formula is based on the premise that there are n travel segments, the acceleration energy index A can be obtained by calculating n = 1 even when the number of travel segments is 1. The acceleration energy efficiency index A has a positive correlation (proportional) with the input acceleration energy Ei, and a negative correlation (inversely proportional) with the travel distance Li.

  The acceleration energy efficiency index A is closer to 1, indicating that the energy efficiency is higher. For example, the degree of jerky driving caused by a driving pattern in which the distance between vehicles is insufficient or the speed is too high in an actual driving situation. Is expressed numerically. In other words, it is an index indicating how many times the acceleration energy has been applied when traveling at a constant ideal speed (average speed), and the smaller the value (closer to 1), the closer to the ideal travel pattern shape. Show. The reference value of the acceleration energy efficiency index A is the acceleration energy Emi corresponding to the average speed Vmi in the above example, but is not necessarily limited to this value. For example, the value is a positive constant multiple of Emi. It does not matter if it is based on.

  Next, the second evaluation mode (index) used in the present embodiment is an evaluation index indicating energy input by the acceleration operation per unit moving distance of the operation target. In the present embodiment, an acceleration energy consumption index B and I will call it. The acceleration energy consumption index B indicates the input amount of acceleration energy per unit travel distance. The acceleration energy consumption index B of the present embodiment is expressed by the following formula 4.

  This acceleration energy consumption index B is normally a value having a positive correlation with the fuel consumption rate, and indicates that the smaller the value is, the better the fuel consumption is. However, this index B does not indicate the actual fuel consumption itself, but indicates how much the driving pattern is generally a driving pattern suitable for reducing the fuel consumption. Therefore, it can be seen that the smaller the acceleration energy consumption index B is, the more suitable the driving pattern is realized for reducing the fuel consumption. Therefore, the traveling pattern itself can be evaluated rather than the case where the actual fuel consumption is measured and evaluated. This is preferable in terms of points. The travel pattern suitable for reducing fuel consumption is usually a pattern in which the vehicle travels as long as possible with the kinetic energy acquired by once accelerating. This index B has a positive correlation (proportional) with the input acceleration energy, and a negative correlation with the travel distance (inversely proportional).

  Next, the third evaluation mode (index) used in this embodiment is an evaluation index indicating the degree of rapid acceleration operation and rapid deceleration operation per unit travel distance of the operation target. It will be called an acceleration / deceleration index C. This sudden acceleration / deceleration index C is a function of the degree of useless acceleration energy input per unit travel distance (actually the magnitude of acceleration and the number of accelerations) and the degree of wasteful energy release per unit travel distance (actually It is expressed as the sum of the magnitude of deceleration and the number of decelerations). The rapid acceleration / deceleration index C of the present embodiment is expressed by the following formula 5. The index C becomes smaller as there is no unnecessary acceleration / deceleration operation, and a sufficient inter-vehicle distance can be secured or a foreseeable operation is performed.

  Here, in the first term of Expression 5, Eij is the acceleration energy of the acceleration region j in the segment i as described above, and is expressed by Expression 6 below. Here, Vaj is the speed at the start of acceleration in the acceleration region j, and Vbj is the speed at the end of acceleration in the acceleration region j. Lij is the acceleration distance in the acceleration region j (travel distance in the acceleration region). In the second term, Fik is the deceleration energy of the deceleration region k in the traveling segment i, and is expressed by the following formula 7. Here, Vak is the speed at the start of deceleration in the deceleration area k, and Vbk is the speed at the end of deceleration in the deceleration area k. Lik is a deceleration distance in the deceleration region k (travel distance in the deceleration region). Note that at least one of the first and second terms of the index C may be obtained individually. That is, the rapid acceleration index C1 represented by only the first term indicates the degree of rapid acceleration, and the rapid deceleration index C2 represented by only the second term indicates the degree of rapid deceleration.

(Equation 6)
Eij = M · (Vbj ² -Vaj ² )

(Equation 7)
Fik = M · (Vak ² −Vbk ² )

  In the present embodiment, the above three evaluation indexes, that is, the acceleration energy efficiency index A, the acceleration energy consumption index B, and the rapid acceleration / deceleration index C, the degree of acceleration energy input efficiency in the entire traveling pattern, The degree of acceleration energy consumption per unit travel distance, the magnitude of acceleration / deceleration per unit travel distance of the travel pattern, and the degree of acceleration / deceleration can be evaluated. Each of these evaluation indexes gives a driving evaluation focusing on how efficiently the kinetic energy of the operation target (vehicle) is used for movement (running). Accordingly, in the conventional method for extracting individual specific behaviors, the driving evaluation varies depending on a change in a reference value (threshold value) which becomes a reference when extracting the specific behaviors, or in the conventional method using the appropriate speed data. Compared to the fact that the driving evaluation varies due to a change in how to obtain the appropriate speed data, in this embodiment, the input amount of acceleration energy for giving kinetic energy to the operation target and the deceleration energy for reducing the kinetic energy. By using an evaluation index based on the amount of release, the efficiency of the energy input / release mode with respect to the operation target is considered, so the disadvantages of using the reference value of the conventional method and the threshold value at the time of appropriate speed data formation are It does not occur and the operation evaluation can be performed quantitatively.

  In addition, the present embodiment has an advantage that the influence on the evaluation index due to the road condition is reduced as compared with these conventional methods. In particular, since it gives a quantitative evaluation based on kinetic energy in all speed ranges from low speed to high speed, it does not excessively reflect the behavior in the low speed range, and evaluation based on running speed There is also an effect that there is little influence on

  The above three evaluation indexes A to C are examples, and all are common in that they show the relationship between the kinetic energy acquired by the operation target and the movement distance, and the relationship between the increase / decrease mode of the kinetic energy and the movement distance. Therefore, as long as it has this common point, the evaluation index of this embodiment is not limited to the above-described evaluation index, and other evaluation indexes can be used. For example, the reciprocals of various indices exemplified in the present embodiment can be used as another index having the essence of the present invention described above.

  For example, the acceleration energy efficiency index A is not a value with the acceleration energy amount as a dimension, but is a ratio of the actual acceleration energy amount to the ideal acceleration energy amount, which is the acceleration energy per unit travel distance. It is also possible to use a value corresponding to the input amount of useless acceleration energy among the input amount of as an evaluation index. As an example, as shown in Equation 8 below, there is an acceleration energy waste index D indicating an excessive acceleration energy consumption per unit travel distance. This index D also has a positive correlation with the acceleration energy and a negative correlation with the travel distance (inversely proportional).

  Further, the sum of the acceleration energy waste index D and the rapid acceleration / deceleration index C may be set as another appropriate operation index E = C + D. This proper driving index E can determine the quality of driving in terms of both acceleration energy consumption and acceleration / deceleration modes, so it represents not only the degree of use of wasteful acceleration energy, This is an evaluation index that reflects the degree of sudden operation that causes a part of the useless acceleration energy. For example, the proper driving index E has a positive correlation with the amount of energy per unit mileage that was not useful for driving out of the input acceleration energy. Moreover, it shows that there are few useless acceleration / deceleration operation and sudden operation which will result in lowering | running | working efficiency and energy efficiency, so that this figure is small.

  Furthermore, the acceleration / deceleration comparison index G can be obtained by taking the ratio of the two terms of the rapid acceleration / deceleration index C. The acceleration / deceleration comparison index G is expressed by Equation 9 below. This acceleration / deceleration comparison index G indicates the ratio of the sudden acceleration manipulated variable represented by the numerator of Equation 9 and the sudden deceleration manipulated variable represented by the denominator of Equation 9, and when the value of Equation 9 is greater than 1, the acceleration operation is performed. Indicates a tendency of being performed more rapidly or more frequently than the deceleration operation, and when it is less than 1, the deceleration operation is performed more rapidly or more frequently than the acceleration operation. If this index G is close to 1, it is well balanced, and it can be seen that it is close to ideal driving.

  Each of the indexes A to E and G is calculated on the premise that it is not necessary to input acceleration energy necessary for traveling at a constant speed, ignoring the influence of traveling resistance. That is, it is assumed that the kinetic energy acquired by the operation target = input acceleration energy, and the kinetic energy lost by the operation target = deceleration energy released. However, in order to correct each index by the running resistance, it is possible to incorporate the amount of acceleration energy necessary to counter the running resistance as a function of the running speed. In general, since the running resistance is a function having a positive correlation with the running speed, the amount of acceleration energy required to counter the running resistance is also a function having a positive correlation with the running speed. A value obtained by time integration of such acceleration energy (total acceleration energy amount required to counter the running resistance or acceleration energy amount required to counter the driving resistance per unit mileage). It can be considered that the acceleration energy amount in the evaluation index or the acceleration energy amount per unit distance is added.

  As described above, in the evaluation indexes A to E and G in the present embodiment, since the driving evaluation is performed from the viewpoint of energy efficiency, the person receiving the evaluation intentionally decreases the traveling efficiency in order to increase the evaluation score. It is possible to prevent driving. That is, the evaluation score cannot be raised even if the vehicle is operated slowly, but the evaluation score is lowered. A specific example will be described later.

  The evaluation index is actually affected by driving conditions such as the road environment and other traffic environments, although it is lighter than the conventional method. In order to clarify the influence of the traveling situation, the traveling segments can be classified according to the speed band of the average speed, and the evaluation index can be obtained for each speed band. In this way, depending on the distribution status of the average speed of the traveling segment with respect to the average speed band, the traveling pattern to be evaluated is mainly traveling on a general road or traveling mainly on a highway. It is possible to easily grasp whether or not the main driving is on a congested road, and the tendency by the driving speed of driving by the value of the evaluation index for each average speed band (for example, stable on a highway) However, there are many useless acceleration operations on congested roads, smooth driving on ordinary roads, and high acceleration / deceleration at high speeds).

  Each of the above indices is basically calculated in units of traveling segments. However, if the traffic environment is significantly different, the indices may differ greatly even if the vehicle travels in the same travel pattern. This is the case when the travel distances of the travel segments are significantly different. For example, on average roads, the distance traveled by the driving segment is on the order of a few kilometers due to the influence of signals, but on highways, the distance traveled by the driving segment can be increased as long as there are no breaks or accidents. Since it is in the range of 100 km, the traveling distance will differ by 10 times or more. In this way, when the travel distances of the travel segments are greatly different, among the above indexes, the acceleration energy efficiency index A, the acceleration energy waste index D, and the appropriate driving index E change greatly, so that the driving pattern by the driving operation itself is more significant. However, it will be greatly affected by the traffic environment. Therefore, one method is to evaluate the index for each speed band of the average speed of the traveling segment as described above, but this does not reduce the influence of the traffic environment from the index itself. For this purpose, the following method was devised.

That is, (corresponding to the moving distance correction coefficient.) Running distance correction coefficient mileage Li a value obtained by dividing a predetermined reference travel distance Lo of the travel segments i and X _L. However, when Li> Lo, X _L = Li / Lo, which is a value proportional to the travel distance Li, but when Li <Lo, it is 1.0. In this case, the travel distance correction coefficient X _L is at least running distance Li is a function having a travel distance Li positively correlated in Lo range above a predetermined value. Then, to correct the respective indices in the running distance correction coefficient X _L. Here, when Lo = 10 km, it has been confirmed that the influence of the traffic environment (especially the difference between the evaluation of the general road and the expressway) can be reduced when traveling on a general road (experience value). However, the reference travel distance Lo actually used can be set to an appropriate value for the driver or vehicle to be evaluated.

The acceleration energy efficiency index A, in the equation (1), instead of Emi, Emi '= used Emi · _{X L.} As a result, when the travel distance Li of one travel segment i exceeds the reference travel distance Lo, the average speed acceleration energy Emi ′ increases according to the ratio of the travel distance Li to the reference travel distance Lo. When Li becomes longer than the reference travel distance Lo, the numerical value of the index A decreases accordingly. This is because, since the ratio of the average speed acceleration energy Emi per unit travel distance decreases as the travel distance Li increases, the index A increases, but this effect is compensated by the average speed acceleration energy Emi ′.

For even acceleration energy waste index D, as in the case of the index A, the above equation 8, instead of Emi, Emi '= used Emi · X _L. Even in this case, when the travel distance Li of one travel segment i exceeds the reference travel distance Lo, the average speed acceleration energy Emi ′ increases according to the ratio of the travel distance Li to the reference travel distance Lo. When the travel distance Li becomes longer than the reference travel distance Lo, the numerical value of the index D decreases accordingly. In the above running distance correction coefficient X _L, when the running distance Li of the travel segment i becomes the reference travel distance Lo least a predetermined value, but is intended to correct the amount of energy as a reference, the opposite When the travel distance Li of the travel segment i is equal to or less than a reference travel distance Lo (in this case, a value different from the above), the reference energy amount is corrected. Good. Further, as described above, the correction is not performed only when the travel distance Li is greater than or equal to a predetermined value or less than the predetermined value, and X _L = Li / Lo may be set for all travel distances Li. In any case, the travel distance correction coefficient X _L, independent of the running pattern to reduce the correlation is between the running distance Li between each index, the correlation between the travel distance Li (positive or Any of the negative correlations and the degree of correlation thereof are set, and a correction mode for each index (what calculation is performed for which variable) is determined.

  When the calculation of the evaluation data AS relating to the evaluation index as described above is completed, the evaluation data AS is finally output to the output device 17 and displayed, for example, on the screen of the display device. This evaluation data AS is displayed in the acceleration efficiency index / other column displayed in the operation indicator tab g52b of the operation details screen G5 in FIG. A part of them is also displayed in the column of the general operation of the main tab g51a in FIG. In this column, “acceleration energy loss index” corresponds to the acceleration energy waste index D, “acceleration energy efficiency” corresponds to the acceleration energy efficiency index A, and “acceleration energy index”. This corresponds to the acceleration energy consumption index B, “rapid acceleration / deceleration” corresponds to the rapid acceleration / deceleration index C, and “acceleration / deceleration” corresponds to the acceleration / deceleration comparison index G. “Acceleration travel distance at start” is the average value or total value of each segment of travel distance until the acceleration state first stops and shifts to steady travel when starting from the stop state and accelerating. “Mileage” is the average or total value of each segment of the distance traveled from the last deceleration start to the stop without stopping the deceleration state, “cruising distance” is the cruise state where the speed is stable The average value or the total value of each segment of the travel distance in the above, the acceleration state, the deceleration state, and the cruising state are obtained by a predetermined standard. The “number of segments” is the number of segments from start to stop in daily report data. Further, “idling stop” indicates the number of stop determinations that are determined as idling stop when the “idling stop” condition is satisfied and the gap between files is within a predetermined range. Here, in this embodiment, the idling stop time when it is determined as idling stop cannot be measured, but instead, the determined number is displayed.

  In the present embodiment, the time change mode of the speed data is shown in the travel change display areas g14 and g34 on the display screens G1, G1 ′, and G3, and the acceleration data is displayed on the tachograph tab g51b on the operation details screen G5. Although the mode of change over time is displayed, this is merely a visual indication of the mode of acceleration energy input and the mode of rapid acceleration / deceleration of the driving operation, and the present invention particularly displays these data. It is not limited to. However, by simply grasping each index A to E and G of the present embodiment as numerical values, it is possible to know the reason why the numerical value is obtained from the meaning of each index, but further analyze the meaning of each index. However, it is difficult to find out the reason why the above numerical values are obtained in more detail. For this reason, it is possible to analyze the detailed cause of the numerical value by visually displaying the temporal change of the speed data and acceleration data of the running pattern as described above.

  The display mode exemplified in each display screen of the present embodiment may be any display mode as long as the evaluation result is clearly described as described above. However, the evaluation result is not limited to a numerical value, and may be a graph. Can be displayed in any display format. Further, as described above, when the traveling segments are classified by the average speed band and the evaluation index is obtained for each average speed band, these results can also be displayed. For example, the evaluation index may be displayed in tabular form for each average speed band of the traveling segment. However, the average speed band and one or a plurality of evaluation indexes may be displayed in a graph. In any case, it is also possible to grasp the driving situation (for example, the driving environment (road environment, etc.) in which the driving data to be evaluated was acquired by displaying the average speed band for each driving segment. It becomes possible.

  FIG. 67 is an explanatory diagram showing examples of various traveling patterns in the traveling segment. In FIG. 67 (a), three travelings having the same acceleration / deceleration pattern (a pattern of accelerating once in the initial stage of the traveling segment, cruising while maintaining a constant speed when the acceleration is completed, and decelerating once in the final period). The traveling segments having patterns PA, PB, and PC are shown. In these traveling patterns PA, PB, and PC, the cruising speeds are different (Vpa = Vpb> Vpc) and the traveling times are different (ta = tc>). tb). The average speeds are all different (Vma> Vmb> Vmc). In the travel segment having such a travel pattern, the acceleration energy efficiency index A is the smallest, the acceleration energy consumption index B is small, and the rapid acceleration / deceleration index C is small in the travel pattern PA having the highest average speed and the longest travel distance. That is, the travel pattern having the highest average speed and the longest travel distance consumes less energy to travel the most constant distance (unit travel distance), and the energy efficiency is good.

  Moreover, as shown in FIG. 67 (b), in the traveling patterns PA and PB having the same average speed (Vma = Vmb), the smaller the number of accelerations, the better each index and the higher the energy efficiency. Furthermore, in FIG. 67 (c), when the cruising distances are different between the traveling patterns PA and PB having the same acceleration / deceleration pattern and the same cruising speed (Vpa = Vpb) (ta> tb), the cruising distance. The traveling pattern PA having a longer length has a higher average speed, and therefore has better indexes and higher energy efficiency.

  Next, with reference to FIGS. 68 to 71, how the values of the respective indexes change in various travel patterns of one travel segment will be described. First, as shown in FIG. 68, when the traveling pattern P1 having the simplest acceleration / deceleration pattern is used as a reference, the acceleration in the first acceleration region is higher, the cruising speed is the same, the cruising distance is short, and the last deceleration. In the travel pattern P2 in which the deceleration in the region is small, the travel distance is slightly reduced and the average speed is also slightly decreased. As a result, the acceleration energy efficiency index A is greatly increased almost twice, and the acceleration energy consumption index B, rapid acceleration / deceleration Both the index C and the proper driving index E increase slightly. Further, the acceleration in the first acceleration region is reduced, the cruising speed and the cruising distance are the same as P2, and the deceleration in the last deceleration region is large. P2 is the absolute value of the acceleration in the acceleration region and the deceleration in the deceleration region. In the reversed traveling pattern P3, the traveling distance, the average speed, and the evaluation index are all the same as the traveling pattern P2.

  Further, in the travel patterns P3, P4, and P5 having the acceleration / deceleration pattern in which the last deceleration region starts immediately after the first acceleration region, there is no cruising time, and the travel distance and average speed are the above travel patterns P1 to P3. Since it decreases, the acceleration energy efficiency index A, the acceleration energy consumption index B, the rapid acceleration / deceleration index C, and the proper operation index E all deteriorate. In this case, in the travel patterns P3 to P5, when the travel distance and the average speed are the same, the values of the evaluation indexes A to E are the same even if the initial acceleration and the final deceleration change, respectively.

  Next, travel patterns P1 and P2 shown in FIG. 69 have the same acceleration / deceleration pattern and travel distance, but have different cruise speeds and greatly different average speeds. In this case, the traveling pattern P1 with a high cruise speed (average speed) but a short cruising time has a worse index than the traveling pattern P2 with a low cruise speed (average speed) but a long cruising time. As a tendency, the longer the cruise time, the better the evaluation index. The traveling patterns P3 and P4 have an acceleration / deceleration pattern in which the last deceleration region is started immediately after the first acceleration region without cruising, and the traveling distance is the same. In this case, since there is no cruising time, the travel distance is shorter than the travel patterns P1 and P2, and the evaluation index is poor. Here, in the traveling pattern P3, the initial acceleration and the final deceleration are large and the arrival speed is high, but in the traveling pattern P4, the initial acceleration and the final deceleration are small and the arrival speed is low. For this reason, the traveling pattern P3 has a higher average speed than the traveling pattern P4, and each evaluation index is worse. In particular, in P3, the acceleration energy consumption index B and the appropriate operation index E (not shown, but the influence of the acceleration energy consumption index D is large) are significantly worse than those in P4.

  As described above, in a traveling segment having a relatively simple traveling pattern and having only the first acceleration region and the last deceleration region, the cruising speed is reached quickly, the cruising speed is conservative, and the speed is kept as long as possible. It can be seen that by operating in the mode of maintaining, the energy efficiency is increased and each of the evaluation indices is a good value. Such a driving mode is generally similar to the driving method of the driver when measuring the driving fuel consumption of a commercial vehicle, and is ideal for safe driving with low fuel consumption without reducing travel efficiency. It is.

  FIG. 70 shows a set of travel patterns, P1 and P2, P3 and P4, and P5 and P6, which have the same travel time with the same acceleration / deceleration and cruise pattern, but with the cruise speed doubled. Here, P1 and P2 are the simplest patterns having the first acceleration region, the cruise region, and the last deceleration region, whereas P3 and P4 have a lower acceleration in the middle of the first acceleration region. And P5 and P6 are different in that the deceleration increases in the middle of the final deceleration region. In any set of travel patterns, the cruise speed, acceleration, and deceleration of the other travel pattern are doubled with respect to one travel pattern. As can be seen from these evaluation results, with the same acceleration / deceleration and cruise pattern, the acceleration energy efficiency index A and the rapid acceleration / deceleration index C do not change even if the speed / acceleration is doubled. It can be seen that B and the proper operation index E are doubled. Since the traveling time is the same and the speed / acceleration is doubled, the traveling distance and the average speed are also doubled. In other words, these indices A and C are not easily affected by the absolute values of the speed and acceleration, and therefore the quality of the acceleration / deceleration / cruise pattern shape itself during traveling can be expressed. On the other hand, since the indices B and E have a correlation with the absolute value of the energy amount, it is possible to represent the degree of safety and fuel saving.

  FIG. 71 shows an example of typical travel pattern shapes, that is, an ideal travel pattern P1, a chase travel pattern P2, a distraction travel pattern P3, and a jerky travel pattern P4. Compared to the ideal travel pattern P1, the other travel patterns P2 to P4 have an unfavorable tendency in the pattern shape, and all evaluation indexes are deteriorated. The travel pattern P2 is a pattern in which the speed is increased too much by the first acceleration, and therefore the vehicle must be decelerated by the vehicle traveling in front, and the cruise is started after the speed is decreased. The traveling pattern P3 is a pattern for accelerating before entering a deceleration operation for stopping. The travel pattern P4 is a pattern in which the cruising speed is not stable and the speed is not increased or decreased.

  Finally, an example of calculating the evaluation index based on actual travel data will be described. 72 to 78 are graphs showing running data (acceleration data A and speed data B) when the vehicle is actually run. In the running data 1 shown in FIG. 72, the acceleration energy efficiency index A = 2.98, the acceleration energy consumption index B = 4.77, the rapid acceleration / deceleration index C = 0.64, and the proper driving index E = 3.68. . The running time is 417 seconds, the running distance is 2.9 km, the average speed is 25.1 km / h, and the number of segments is 12.

On the other hand, in the traveling data 2 shown in FIG. 73, the acceleration energy efficiency index A = 0.03, the acceleration energy consumption index B = 1.95, the rapid acceleration / deceleration index C = 0.11, and the proper driving index E = 1. .67. The running time is 639 seconds, the running distance is 12.2 km, the average speed is 68.8 km / h, and the number of segments is 1. In this case, compared with the case of FIG. 72, although one traveling segment is long, since acceleration / deceleration is repeated in the traveling segment, it is determined that useless acceleration energy not necessary for traveling is input. The index A is getting worse. However, since the number of starting and stopping is small, the indexes B and E are small, and it can be seen that the amount of energy consumption itself is small. Since there is no sudden acceleration / deceleration operation, the index C is small. Therefore, since the road environment itself is not so bad, the fuel consumption is good and the rapid acceleration / deceleration operation is inconspicuous, but it cannot be evaluated as an efficient and efficient driving because it cannot cruise at a constant speed. In this case, although the acceleration energy efficiency index A is greatly deteriorated due to the speed change during cruising as described above, the acceleration energy efficiency index A further increases than the value due to the actual travel pattern factor even if the segment travel distance becomes longer. doing. However, by using the travel distance correction coefficient X _L, it is possible to reduce the influence of distance traveled.

74, the acceleration energy efficiency index A = 4.54, the acceleration energy consumption index B = 1.94, the rapid acceleration / deceleration index C = 0.11, and the proper driving index E = 1.62. . The running time is 657 seconds, the running distance is 14.1 km, the average speed is 77.5 km / h, and the number of segments is 2. In this case, as compared with the case of FIG. 73, the acceleration energy efficiency index A is slightly smaller because the speed change during cruising is small. The reason why the index A is not significantly lower than in the case of FIG. 73 is that the average speed is higher by 9 km / h than in the case of FIG. It is conceivable that useless acceleration was performed before the final stage of deceleration. On the other hand, the other indices B, C, and E are almost the same as those in FIG. In this case, by using the same manner as described above the travel distance correction coefficient X _L, it is possible to more clearly identify the effects of running pattern itself.

  In the running data 4 shown in FIG. 75, the acceleration energy efficiency index A = 3.47, the acceleration energy consumption index B = 1.89, the sudden acceleration / deceleration index C = 0.07, and the proper driving index E = 1.42. . The running time is 585 seconds, the running distance is 14.4 km, the average speed is 88.6 km / h, and the number of segments is 1. In this case, although there is an increase / decrease in speed at the beginning, the cruising speed is constant and the speed change is small after that, so the acceleration energy index A is smaller than that shown in FIG. Further, other indices are slightly lower than those shown in FIG.

In the running data 5 shown in FIG. 76, the acceleration energy efficiency index A = 3.67, the acceleration energy consumption index B = 2.52, the sudden acceleration / deceleration index C = 0.07, and the proper driving index E = 1.90. . The travel time is 525 seconds, the travel distance is 14.6 km, the average speed is 100.3 km / h, and the number of segments is 1. In this case, since the average speed is further increased and the travel distance is also increased, the acceleration energy efficiency index A is further decreased although there is a speed change during cruising. In this case, by using the same manner as described above the travel distance correction coefficient X _L, it is possible to more clearly identify the effects of running pattern itself. On the other hand, the acceleration energy consumption index B and the proper operation index E have deteriorated. The rapid acceleration / deceleration index C does not change so much even if there is a change in speed because the acceleration and deceleration are small.

In the running data 6 shown in FIG. 77, the acceleration energy efficiency index A = 5.33, the acceleration energy consumption index B = 3.89, the rapid acceleration / deceleration index C = 0.32, and the proper driving index E = 3.43. . The travel time is 316 seconds, the travel distance is 2.9 km, the average speed is 33.4 km / h, and the number of segments is 5. In this case, since there are many small speed changes in the low speed region and wasteful energy is input, each index deteriorates as a whole. In this case, since the travel distance per segment is significantly shorter than the other travel patterns shown in FIGS. 73 to 76, the travel distance correction coefficient _XL is used for the other travel patterns and this travel data is contrasted. This makes it possible to more clearly compare the influence of the running pattern itself.

In the running data 7 shown in FIG. 78, the acceleration energy efficiency index A = 3.31, the acceleration energy consumption index B = 4.14, the sudden acceleration / deceleration index C = 0.23, and the proper driving index E = 3.13. . The running time is 853 seconds, the running distance is 8.8 km, the average speed is 37.3 km / h, and the number of segments is 12. In this case, the speed change is relatively small in the latter half segment in the low speed band, and the indexes A and C are improved compared to the case shown in FIG. The indices B and E are not so good because of the large number of accelerations, but they are better than the case shown in FIG. In this case, by using the same manner as described above the travel distance correction coefficient X _L, it is possible to more clearly identify the effects of running pattern itself.

  Note that the above-described driving evaluation index is not limited to the above-described example, and it is needless to say that various changes can be made. For example, instead of each index shown in the above embodiment, a value obtained by adding a positive or negative constant to these index values or a multiplied value may be used. In the above embodiment, the actual speed data is obtained based on the GPS data, and the evaluation index is derived from the actual speed data. However, the travel data obtained from various sensors such as the position sensor and the speed sensor, or calculated from this. An evaluation index may be derived from various data. Furthermore, although the above indices are basically calculated in units of travel segments, the acceleration energy, the travel distance, and the rate of increase / decrease in energy per unit travel distance over a sufficient travel distance, even if not in travel segment units Etc. can be calculated as basic data, and the equivalent evaluation can be performed by deriving a value corresponding to each index based on these. In particular, for the indices B, C, C1, C2, and G, significant numerical values corresponding to the respective calculation ranges can be obtained even if the segments are ignored.

  It should be noted that the operation management method and operation status management system for a moving body according to the present invention are not limited to the illustrated examples described above, and various changes can be made without departing from the scope of the present invention. It is. For example, the clip information generation programs P1 and P1 ′ may process the acquired information MB to generate clip information CL, or register the check information CH to extract the important point CP from the operation information TI. I have to. However, the important point CP is not limited to the check portion of the operation information TI specified by the clip information CL and the check information CH, and the clip information generation program can extract the important point CP of various aspects. Various modifications can be made to P1 and P1 ′. The driving status report program P2 is configured to be able to display important points CP such as a check portion specified by the clip information CL or the check information CH selected using the point status PS or its type. Therefore, various modifications can be made to the operation status report program P2. The various “means” described in the present specification are realized by executing various programs on a computer as described above, but are not limited thereto, and have a dedicated arithmetic function. You may comprise by various "apparatus". In addition, the important point CP and the important point CP related to the important point extracting means and the important point display means in the present specification constitute at least a part of the operation information TI, or information specifying the part. As long as video data corresponding to the part exists, there is no particular limitation.

DESCRIPTION OF SYMBOLS 1 ... Drive recorder, 2 ... Operation information processing apparatus, 3 ... Driving status display apparatus, P1, P1 '... Clip information generation program, P2 ... Driving status report program, P3 ... Operating status management program, G2, G3 ... Display screen, g11: input file designation area, g11a: input folder designation section, g11b: input file display section, g11c: output folder designation section, g11d: input folder designation dialog, g11e: output folder designation dialog, g12: video playback display area, g12s ... Playback operation input unit, g12t ... Continuous playback button, g12a ... Volume adjustment operation unit, g12q ... Playback speed setting unit, g12x ... Video scaling activation operation unit, g13 ... Playback file information display area, g13a ... File information display unit, g13b ... reproduction information display part, g14 ... running change table Area, g14p: speed value display section, g14n: reproduction position instruction line, g14s: start position instruction line, g14f: end position instruction line, g14ch: check information marker, g15: travel change display setting section, g15a: time display setting section G15b: Speed display setting unit, g15c: Display mode setting unit, g16: Clip information setting area, g16a: Indicator display setting unit, g16b: Clip period width setting unit, g16c: Clip period setting display unit, g16d: Clip travel distance Display unit, g16e ... Preview button, g16f, g16g ... Clip information output button, g16h ... Clip output dialog, g16i ... Output folder designation dialog, g17 ... Check information operation input unit, g17a ... Check information registration icon, g17b ... Check information expansion List, g17 ... Check information registration button, g17d ... Point search button, g17e ... Clip batch registration button, g17f ... Check information output button, g17g ... Check information input button, g18 ... OPTION button, g18a ... Setting list, g21 ... Operation menu, g21a ... File operation input unit, g21b ... setting operation input unit, g21c ... environment setting dialog, g21d ... route specifying unit, g21e ... internal management DB specifying unit, g21f ... import menu, g21g ... reconfiguration menu, g21h ... input dialog, g21i ... Input folder designation part, g21j ... input folder display part, g21k ... DB folder designation part, g21l ... DB folder display part, g21m ... file display part, g21n ... import button, g21o ... confirmation display dialog, g21p ... Reconfiguration button, g22 ... operation setting display section, g22a ... travel month display section, g22b ... input folder display section, g22c ... travel month operation section, g22d ... data search button, g23 ... database display area, g23a ... list output button, g31 ... Video list, g32 ... Video playback display area, g32s ... Playback operation input section, s33 ... Determination information display section, g34 ... Travel change display area, g35 ... Comment input section, g36 ... GPS data display section, g37 ... Setting menu Button, g38 ... Individual output button, g39 ... Save dialog, g40 ... Map display section, g41 ... Map display area, g42 ... Standard marker, g43 ... Distance radar button, g44 ... Distance marker, A, P ... Distance line, C ... Video baseline, Q ... Timeline, H ... Camera ground height, δ ... Camera vertical tilt, φ ... Vertical angle of view, DP ... Virtual screen, B ... Bottom edge position (origin position, origin point), DA ... Condition setting dialog, DA2 ... Distance scale setting tab DA2, DA3 ... Time scale setting tab, C ... Origin Point, Bs ... Control point, Bp ... Point, Ld ... Underline distance on screen, Lc (ΔL) ... Underline increase distance, Lp ... Distance, P1i ... Check information search means, P1j ... Check information display means, P1x ... Position reference setting means , P1y ... position index display means, R ... running path, 10 ... driving evaluation system, 12 ... MPU, 13 ... GPS, 17 ... output device, S1 ... running data, S2 ... actual speed data, SP ... data basic file, CB ... basic data, AS ... evaluation data, MA, MB ... acquired information, TI ... operation information, CP ... important points, PS ... point status, SE ... environment around mobile, DM ... Rolling operation aspect, SA ... operation recording step, SB ... Essential extraction step, SC ... Essential browsing step, SCH ... important point confirmation step, X ... driver, Y ... service processing's, Z ... driver leaders

Claims (7)

It is an operation management method for a moving object using operation information including video data and movement data that reflects the operation status of the moving object resulting from the driving operation by the driver, derived from acquired information acquired in the moving object,
An operation recording step for recording the operation information;
According to a point setting operation for setting the part of the operation information as an important point, the important point is extracted from the operation information by an important point extracting unit, and the passing point of the moving body corresponding to the important point An important point extracting step for recording the important point in association with a point situation or a type thereof indicating at least one of the environment surrounding the moving body representing the environment and the driving operation mode of the driver corresponding to the environment surrounding the moving body;
In response to a point designating operation for designating the point situation or its type, the important point display means reproduces and displays the video data of the important point corresponding to the designated point situation or its type, to the driver. The important point browsing step to browse,
A second operation recording step for recording the second operation information resulting from the driving operation by the driver acquired after the important point browsing step;
An important point confirmation step of reproducing and displaying the video data of the portion corresponding to the important point in the second operation information by the important point display means;
The operation management method of the moving body characterized by having. After the confirmation of the part corresponding to the important point in the second operation information in the important point confirmation step, the part confirmed by the important point extraction means according to the point setting operation The mobile body according to claim 1, further comprising a second important point extracting step of extracting from the second operation information as a second important point and recording the second important point in association with the point situation or its type. Operation management method. A second important point browsing step for allowing the driver to browse the second important point extracted in the second important point extracting step by display by the important point display means according to the point instruction operation; The operation management method for a moving body according to claim 2, wherein: The important point extracting step is a step of generating, as the important point, clip information obtained by cutting out the operation information in a clip period set to include a time point in the point situation by the point setting operation,
The important point browsing step is a step of reproducing and displaying the video data of the clip information corresponding to the designated point situation or the type when the point situation or the type is designated by the point designation operation. is there,
The operation management method for a moving body according to any one of claims 1 to 3 . The important point extracting step registers check information that associates the check point with the point status or its type, with the check portion corresponding to the check point that is the passing point of the moving body in the operation information as the important point. Check information registration step,
In the important point browsing step, when the check information is designated by the point designation operation in a state where the position of the check information in the operation information is displayed, the operation information is based on the designated check information. Replaying and displaying the video data of the check portion corresponding to the check point in
The operation management method for a moving body according to any one of claims 1 to 3 . It is an operation management method for a moving object using operation information including video data and movement data that reflects the operation status of the moving object resulting from the driving operation by the driver, derived from acquired information acquired in the moving object,
An operation recording step for recording the first operation information by the driver;
Check information setting operation for setting a check point which is a passing point of the moving body in the first operation information in a state where the first operation information is captured by the video reproduction display means and the video data is reproduced and displayed. In response, the check information registration means registers the check information indicating the check point using the movement data, and sets the clip period which is a predetermined portion in the first operation information. Accordingly, the clip information generating means generates the clip information obtained by cutting out the first operation information in the clip period as an important point, and represents a moving object representing the environment of the passing point of the moving object in the clip period. At least the driving environment of the driver corresponding to the surrounding environment and the surrounding environment of the moving body An important point extracting step for recording the clip information in association with a point situation indicating one or the type of the point situation and configuring the clip point in the clip information to include the passage time of the check point in the first operation information. When,
In response to a point designating operation for designating the point situation or its type, the clip information display means reproduces and displays the video data of the clip information corresponding to the designated point situation or the type thereof to the driver. The important point browsing step to browse,
A second operation recording step for recording the second operation information resulting from the driving operation by the driver acquired after the driver has browsed the clip information;
In the second operation information, a check information search step of searching the check point by the movement data based on the check information by check information search means;
A checkpoint display step for displaying the position of the check portion corresponding to the checkpoint in the second operation information by the check information display means;
A check part display step of reproducing and displaying the video data of the check part by the video reproduction display means in response to a check information instruction operation for instructing the check part in the second operation information;
The operation management method of the moving body characterized by comprising. It is an operation management method for a moving object using operation information including video data and movement data that reflects the operation status of the moving object resulting from the driving operation by the driver, derived from acquired information acquired in the moving object,
An operation recording step for recording the first operation information by the driver;
In response to a clip information setting operation for setting a clip period, which is a predetermined portion in the first operation information, in a state where the first operation information is captured by the video reproduction display means and the video data is reproduced and displayed. A clip information generation unit that generates clip information obtained by cutting out the first operation information in the clip period as an important point, and an environment around the moving object that represents an environment of a passing point of the moving object in the clip period; An important point extracting step for recording the clip information in association with a point situation or a type thereof indicating at least one of the driving operation modes of the driver corresponding to the environment around the moving body;
In response to a point designating operation for designating the point situation or its type, the clip information display means reproduces and displays the video data of the clip information corresponding to the designated point situation or the type thereof to the driver. The important point browsing step to browse,
A second operation recording step for recording the second operation information resulting from the driving operation by the driver acquired after the driver has browsed the clip information;
Based on the clip information, a check information registration step of registering check information indicating a check point that is a passing point of the moving body within the clip period using the movement data by a check information registration unit;
In the second operation information, a check information search step of searching the check point by the movement data based on the check information by check information search means;
A checkpoint display step for displaying the position of the check portion corresponding to the checkpoint in the second operation information by the check information display means;
A check part display step of reproducing and displaying the video data of the check part by the video reproduction display means in response to a check information instruction operation for instructing the check part in the second operation information;
The operation management method of the moving body characterized by comprising.