JP6061798B2 - Operation management device - Google Patents

Description

  The present invention relates to a driving operation management device, and more particularly to a driving operation management device capable of managing the behavior of a driver in driving a moving body or the behavior of a driver in operating a driving operation simulator of a moving body.

  Drivers of public transportation such as railways and buses are generally required to point and call in order to reduce human errors such as misunderstandings and misunderstandings. In addition, in recent years, monitoring of the driver is insufficient, and there is a possibility that a confirmation error or neglect may occur.

  Therefore, Patent Literature 1 discloses a system that monitors an operation state so that a train driver performs an appropriate operation and prohibits the operation when the operation state is not appropriate. Further, the ideal travel pattern after the operation is started is compared with the actual travel pattern, and it is determined whether or not the driving operation state matches the ideal travel pattern.

  Patent Document 2 discloses a technique for detecting a movement and shape of a hand from a gesture and using a voice to detect a control pattern registered in advance and control the device.

JP 2012-62053 A JP 2005-178473 A

  In Patent Document 1, it is impossible to monitor the behavior of the driver, such as pointing and calling and the line of sight imposed on the driver. Moreover, in patent document 2, although a gesture and a sound are detected as a control signal for operating a device, the fact that a gesture is not detected is not used as a control trigger.

  The present invention has been made to solve the above-described problems, and driving operation that reduces human error of a driver by monitoring the behavior of the driver in driving a moving body such as a train or a vehicle. The purpose is to provide a management device.

A driving operation management device according to the present invention is a driving operation management device capable of managing the behavior of a driver in driving a moving body or the behavior of a driver in operating a driving operation simulator of a moving body, and the mobile body to be managed A mobile body information acquisition unit that acquires mobile body information related to the traveling state of the vehicle, a route information acquisition unit that acquires route information about a predetermined landmark on the operation route, and a driver behavior detection that detects a predetermined behavior of the driver Driving operation to determine whether the driver is driving correctly according to a predetermined standard, with reference to the moving body information and the route information, based on the behavior detected by the driver and the driver behavior detection unit a determination unit, in accordance with the determination of the driving operation determining unit, e Bei and a manipulation advice unit for presenting the predetermined image information and / or predetermined audio information to train driver, the motorman The constant behavior, a pointing and calling the motorman is performed, operator's behavior detecting unit, and detects the pointing and calling.

  According to the driving operation management device according to the present invention, by detecting the behavior of the driver's pointing and calling, etc., it is possible to detect the presence or absence of a landmark confirmation error or a confirmation delay due to the driver's pointing and calling, in real time. It is possible to give driving advice and alert. Therefore, an appropriate driving operation can be urged to the driver. In addition, according to the operation management device, a driver's confirmation error or confirmation is confirmed by monitoring whether the driver confirms the displayed information by visually checking the change in the vehicle signal at an appropriate timing. It is possible to detect the presence or absence of a delay and provide driving advice and alerts in real time. Therefore, an appropriate driving operation can be urged to the driver.

3 is a functional block diagram of the driving operation management device according to Embodiment 1. FIG. It is a figure which shows an example of the list which the vehicle integrated management part which concerns on Embodiment 1 manages. 6 is a diagram illustrating an example of an operation of a driving operation determination unit according to Embodiment 1. FIG. 6 is a diagram for explaining an example of an operation of an operation advice unit according to Embodiment 1. FIG. 3 is a flowchart illustrating an example of the operation of the driving operation management device according to the first embodiment. 6 is a diagram for explaining another example of the operation of the driving operation determination unit according to Embodiment 1. FIG. FIG. 10 is a diagram for explaining another example of the operation of the operation advice unit according to the first embodiment. 6 is a flowchart illustrating another example of the operation of the driving operation management device according to the first embodiment. 6 is a functional block diagram of a driving operation management device according to Embodiment 2. FIG. 6 is a functional block diagram of a driving operation management apparatus according to Embodiment 3. FIG. FIG. 10 is a functional block diagram of a driving operation management device according to a fourth embodiment. FIG. 10 is a functional block diagram of a driving operation management device according to a fifth embodiment. FIG. 10 is a diagram illustrating an example of an operation of a driving operation determination unit according to a fifth embodiment. FIG. 10 is a diagram for explaining an example of the operation of an operation advice unit according to the fifth embodiment.

<Embodiment 1>
<Configuration>
In FIG. 1, the functional block diagram of the driving operation management apparatus 100 in this Embodiment is shown. The driving operation management device 100 according to the present embodiment is a device that manages the behavior of a driver in the operation of a driving operation simulator for a moving body. Here, the moving body is, for example, a railway vehicle, a bus, an aircraft, a ship, or the like. In the present embodiment, description will be made assuming a railway vehicle as a moving body.

  The driving operation management apparatus 100 includes a moving body unit 10 and an advice unit 20. The mobile body unit 10 includes a vehicle integrated management unit 11 that controls the entire driving operation management apparatus 100 and a mobile body information acquisition unit 12 that acquires mobile body information of the mobile body. The moving body information will be described later. The mobile body unit 10 further includes a driving operation input unit 13 that receives a driving operation from the outside, and a route information acquisition unit 15 that acquires route information regarding a predetermined landmark on the operation route. The driving operation management apparatus 100 further includes a route information storage unit 16 in which route information is stored in advance, and a video / audio output unit 14 that outputs video / audio to the driver.

  The advice unit 20 includes a driver behavior detection unit 21 that detects a predetermined behavior of the driver, a driving operation determination unit 22, and an operation advice unit 23. Based on the behavior detected by the driver behavior detection unit 21, the driving operation determination unit 22 refers to the moving body information and the route information and determines whether the driver is driving correctly according to a predetermined standard. I do. In addition, the operation advice unit 23 presents predetermined image information and / or predetermined audio information to the driver according to the determination of the driving operation determination unit 22.

  The moving body information is information representing the state of the moving body such as a motor, a brake, a door, air conditioning, and lighting. In addition, the predetermined landmark is a signal, a sign, a railroad, a railroad crossing, a curve, or the like when a moving vehicle is assumed, for example, a railway vehicle.

  In addition, although the mobile body part 10 and the advice part 20 are implement | achieved, for example with a personal computer, a tablet terminal, etc., it is not limited to this. In the present embodiment, it is assumed that the mobile unit 10 and the advice unit 20 are configured as separate terminals, but may be processed in one computer.

  The vehicle integrated management unit 11 manages and accumulates mobile body information acquired by the mobile body information acquisition unit 12, manages and accumulates landmark information stored in the route information storage unit 16, It manages vehicle stop limits and in-vehicle signals. The vehicle integrated management unit 11 further manages the detection result of the driver behavior detection unit 21 and the determination result of the driving operation determination unit 22. In addition, the vehicle integrated management unit 11 transmits the managed information to the driving operation determination unit 22 or acquires the determination result of the driving operation determination unit 22. Furthermore, the vehicle integrated management unit 11 calculates and lists the relative distances between the landmarks managed as a database in the route information storage unit 16 and the vehicle as shown in FIG. The vehicle integrated management unit 11 includes, for example, an arithmetic device such as a CPU and a storage device such as a DRAM and a hard disk. The vehicle integrated management unit 11 transmits and receives information by periodically communicating with the video / audio output unit 14 and the driving operation determination unit 22 or by communicating on demand. Examples of the in-vehicle signal include, but are not limited to, ATC (Automatic Train Control), PTC (Positive Train Control), and CBTC (Communication Based Train Control).

  The moving body information acquisition unit 12 acquires information related to the inside of the vehicle such as a power running notch or brake notch, position, speed, acceleration, power running / regenerative power, and temperature of the moving body (train). The train behaves according to the input of the driving operation input unit 13, the operation of the vehicle is simulated inside the apparatus, and the information on the vehicles existing in the vicinity other than the own vehicle is simultaneously simulated. The mobile body information acquisition unit 12 periodically transmits detected or recalculated information to the vehicle integrated management unit 11. Examples of the mobile body information acquisition unit 12 include a master controller, a motor, and a GPS (Global Positioning System), but are not limited thereto.

  The route information accumulating unit 16 is a storage device such as a hard disk, and stores route information of a route operated by the moving body in advance. The route information acquisition unit 15 acquires route information from the route information storage unit 16.

  The driving operation input unit 13 includes a brake, an accelerator, a master controller, and the like, and receives a driving operation of the moving body (train) from the outside. The driving operation input unit 13 transmits the input information to the mobile body information acquisition unit 12, and the mobile body information acquisition unit 12 simulates and recalculates the behavior of the vehicle. Examples of the driving operation input unit 13 include a master controller, a keyboard, a mouse, a handle, and the like, but are not limited thereto.

  The video / audio output unit 14 displays a front view of the cab viewpoint based on the moving body information and the route information. At this time, a landmark existing ahead is also displayed. The audio / video output unit 14 also outputs sounds such as departure sounds, door sounds, and traveling sounds. The video / audio output unit 14 includes, for example, a display, a monitor, a speaker, and the like, but is not limited thereto.

  The driver behavior detection unit 21 detects a predetermined behavior of the driver. The predetermined behavior includes gestures such as driving operation, pointing and calling, voices generated when pointing and calling, the state of the driver's line of sight, and the like. The line-of-sight state is, for example, the direction of the line of sight. The driver behavior detection unit 21 may transmit the detected behavior as image or moving image data to the vehicle integrated management unit 11 or may transmit a result of processing the detected behavior. For example, the driver behavior detection unit 21 detects the driver's line of sight, identifies whether or not the driver is viewing a predetermined position such as a driver's cab screen, and sends the detection result to the driving operation determination unit 22. Send. Further, the driver behavior detection unit 21 may detect the number of blinks and the size of the pupil at the same time as detecting the line of sight to measure the driver's tension, stress, sleepiness, and the like. The driver behavior detection unit 21 includes, for example, a camera, a sensor, a microphone, and the like, but is not limited thereto. When the driver behavior detecting unit 21 is a camera, for example, a finger pointing / calling mark is attached to the driver's gloves or an infrared or optical communication sensor is embedded in the fingertip to detect the pointing / calling. May support.

  The driving operation determination unit 22 includes mobile body information acquired by the mobile body information acquisition unit 12 (for example, control information such as a motor, a brake, a door, air conditioning, and lighting), and route information acquired by the path information acquisition unit 15 (for example, (Landmark information such as signals and signs) and the behavior information of the driver detected by the driver behavior detection unit 21, the driver displays the information displayed on the landmark and the cab screen at an appropriate timing and time. It is determined whether or not it is visually observed at intervals.

  In addition, the driving operation determination unit 22 transmits the determined result to the vehicle integration management unit 11 and accumulates it in the vehicle integration management unit 11. For example, the driving operation determination unit 22 may operate on the same arithmetic device as the vehicle integrated management unit 11 or may operate on a different arithmetic device.

  Depending on the determination by the driving operation determination unit 22, the operation advice unit 23 warns the driver of delays and mistakes in driving operation and prompts the driver to confirm the driving operation. The operation advice unit 23 provides advice and alerts to the driver by displaying image information such as icons and characters on the cab screen and outputting voice information such as voice and buzzer. For example, the operation advice unit 23 includes a display, a speaker, and the like, but is not limited thereto.

<Operation>
An example of the driving operation advice process of the driving operation management apparatus 100 will be described with reference to FIGS. 3 and 4. Consider a situation in which, for example, a signal exists as a landmark in front of a traveling vehicle.

  The driving operation determination unit 22 determines whether the driver can recognize normally according to the distance (d) between the vehicle and the landmark when the driver recognizes the signal and performs pointing and calling. . Here, normal recognition is determined by whether or not the recognition complies with a predetermined standard.

  FIG. 3 shows the relationship between the distance (d) between the vehicle and the landmark when the driver behavior detection unit 21 detects the pointing designation of the driver and the determination of the driving operation determination unit 22. Distance threshold values D1, D2, and D3 (D1> D2> D3) are used to determine whether or not the driver's recognition is normal. As shown in FIG. 3, if the distance (d) is D2 <d <D1, it is determined that the driver recognizes the landmark with a sufficient distance margin. That is, in this case, it is determined that the driver's behavior is normal and that the predetermined standard is being followed. If the distance (d) is D2 <d <D3, it is determined that landmark recognition is a little slow. Further, if the distance (d) is 0 <d <D3, it is determined that there is a possibility of a recognition error because the landmark is too close to the landmark or the landmark is not recognized. Is done.

  FIG. 4 shows a list of advices that the operation advice unit 23 implements according to the determination result of the driving operation determination unit 22. FIG. 4 is called an advice determination table. As shown in FIG. 4, when the driving operation determination unit 22 determines “normal”, the operation advice unit 23 does not provide any advice. In addition, when the driving operation determination unit 22 determines that “recognition is a little slow”, the operation advice unit 23 presents a predetermined image and sound to the driver and pays attention that the recognition is a little slow. Further, when the driving operation determination unit 22 determines that “there is a possibility of recognition error”, the operation advice unit 23 presents a predetermined image and sound to the driver, and there is a possibility of a recognition error. Warning.

  The distance thresholds D1, D2, and D3 may be dynamically changed according to the time zone, the weather, the prospect, the personality and ability of the driver, and the like.

  Next, the driving operation advice process will be described in detail with reference to the flowchart of FIG. First, in step S <b> 101, the vehicle integrated management unit 11 determines whether there is a landmark within a predetermined distance ahead of the vehicle based on information from the route information acquisition unit 15. The predetermined distance is, for example, 300 m. If it is determined that there is a landmark, the process proceeds to step S102. On the other hand, if there is no landmark, the process ends.

  In step S102, it is determined whether the vehicle has passed the landmark. At this stage, the vehicle has not passed the landmark because it is immediately after it is determined in step S101 that there is a landmark. Therefore, the process proceeds to step S103.

  In step S103, the vehicle integrated management unit 11 determines whether the driver has performed a predetermined behavior (that is, pointing and calling) on the landmark. This determination is made by referring to the driver behavior detection unit 21. If no pointing call is detected, the process returns to step S102 and the same process is repeated. Note that the processing when the vehicle passes the landmark without detecting the pointing call will be described later.

  When the pointing / calling is detected in step S103, the process proceeds to step S104. In step S104, as described above, the driving operation determination unit 22 determines one of the three levels (normal, recognition delay, recognition error) based on the distance between the landmark and the vehicle. Then, the operation advice unit 23 provides operation advice to the driver according to the determination of the driving operation determination unit 22.

  Note that if it is determined in step S102 that the vehicle has passed the landmark, this means that the driver has passed the landmark without pointing and calling, so in step S105, the operation advice unit 23 operates the driving. A warning is output to the worker. The series of processing shown in the flowchart of FIG. 5 is performed periodically.

  Next, another example of the driving operation advice process of the driving operation management apparatus 100 will be described with reference to FIGS. 6 and 7. Consider a case where the signal inside the moving body (vehicle) changes. It is assumed that the in-vehicle signal is displayed on the cab screen. When the in-vehicle signal changes, the driver is required to view the cab screen in order to recognize the change in the in-vehicle signal.

  FIG. 6 shows the relationship between the time (t) from when the in-vehicle signal changes until the driver behavior detection unit 21 detects the driver's visual observation, and the determination by the driving operation determination unit 22. In order to determine whether or not the driver's recognition is normal, time threshold values T1, T2 and T3 (T1 <T2 <T3) are used.

  As shown in FIG. 6, if the time (t) when the driver behavior detection unit 21 detects the driver's visual observation is 0 <t <T1, the driver recognizes the change in the in-vehicle signal at an early stage. Is determined. That is, it is determined that the driver's judgment is normal and follows a predetermined standard. If time (t) is T1 <t <T2, it is determined that the visual timing is a little late. Furthermore, if time (t) is T2 <t <T3, it is determined that there is a possibility of a recognition error because it takes too much time for visual inspection.

  FIG. 7 shows a list of advices that the operation advice unit 23 implements according to the determination result of the driving operation determination unit 22. As shown in FIG. 7, when the driving operation determination unit 22 determines “normal”, the operation advice unit 23 does not provide any advice. In addition, when the driving operation determination unit 22 determines that “recognition is a little slow”, the operation advice unit 23 presents a predetermined image and sound to the driver and pays attention that the recognition is a little slow. Further, when the driving operation determination unit 22 determines that “there is a possibility of recognition error”, the operation advice unit 23 presents a predetermined image and sound to the driver, and there is a possibility of a recognition error. Warning.

  In FIG. 6, the operation of the driving operation determination unit 22 has been described using the time threshold values T1, T2, and T3. However, the determination is performed using the distance threshold values D4, D5, and D6 (D4 <D5 <D6). May be. That is, if the distance (d) from when the in-vehicle signal changes until the driver behavior detection unit 21 detects the driver's visual observation is 0 <d <D4, the driver's recognition is determined to be normal. The If the distance (d) is D4 <d <D5, it is determined that the driver's recognition is a little late. Further, if the distance (d) is D5 <d <D6, it is determined that the driver is misrecognized.

  Next, the driving operation advice process will be described in detail with reference to the flowchart of FIG. First, in step S <b> 201, the vehicle integrated management unit 11 determines whether the in-vehicle signal has changed based on information from the moving body information acquisition unit 12. If it is determined that the in-vehicle signal has changed, the process proceeds to step S202. On the other hand, if the vehicle signal has not changed, the process ends.

  In step S202, it is determined whether a predetermined time (for example, 30 seconds) has elapsed since the in-vehicle signal changed. At this stage, since it is immediately after it is determined in step S201 that the in-vehicle signal has changed, a predetermined time has not elapsed since the in-vehicle signal changed. Therefore, the process proceeds to step S203.

  In step S <b> 203, the vehicle integrated management unit 11 determines whether the driver has performed a predetermined behavior (that is, movement of the line of sight for viewing the cab screen). This determination is made by referring to the driver behavior detection unit 21. When the movement of the line of sight is not detected, the process returns to step S202 and the same process is repeated. Note that processing when a predetermined time has passed without detecting the movement of the line of sight will be described later.

  If the movement of the line of sight is detected in step S203, the process proceeds to step S204. In step S204, as described above, the driving operation determination unit 22 is one of three stages (normal, recognition delay, recognition error) based on the time from when the in-vehicle signal changes until the movement of the line of sight is detected. Judgment is made. Then, the operation advice unit 23 provides operation advice to the driver according to the determination of the driving operation determination unit 22.

  Note that if it is determined in step S202 that the predetermined time has elapsed, it means that the predetermined time has elapsed without the driver moving his / her line of sight. Therefore, in step S205, the operation advice unit 23 performs driving. A warning is output to the worker. The series of processing shown in the flowchart of FIG. 8 is performed periodically.

  In the present embodiment, the vehicle integrated management unit 11 shows an example of managing the information acquired by the route information acquisition unit 15, but the route information acquisition unit 15 is not used without using the vehicle integration management unit 11. However, the information may be directly transmitted to the video / audio output unit 14 or the driving operation determination unit 22.

  In the present embodiment, the driving operation determination unit 22 directly notifies the operation advice unit 23 of the determination result, but the driving operation determination unit 22 notifies the vehicle integrated management unit 11 of the determination result. The vehicle integrated management unit 11 may notify the operation advice unit 23 of the determination result.

  Further, in the present embodiment, the advice determination table (FIG. 4) categorizes into “normal”, “caution”, and “warning”. The driving operation may be determined by classification.

  Furthermore, in the present embodiment, the process of giving advice to the driver is described. However, when it is determined to be dangerous, the vehicle integrated management unit 11 may be requested to perform vehicle control such as acceleration and deceleration.

  In the present embodiment, the driving operation determination unit 22 determines the driving advice based on the relationship between the distance to the landmark such as a signal and the driving behavior, but the arrival time or the like instead of the distance to the landmark. Other information may be used to provide driving advice.

  In the present embodiment, the driving operation determination unit 22 determines driving advice based on whether or not the driver is viewing a cab screen that displays an in-vehicle signal or the like. The unit 21 may estimate the driver's tension, drowsiness, stress, etc. from the driver's line of sight, and the driving operation determination unit 22 may provide driving advice based on the estimated physical condition and mental state of the driver. . For example, when the driver is nervous, the driving operation determination unit 22 does not give advice that strictly adheres to the time, but provides operation support, if the driver is sleepy, gives voice advice or feels stress. If you have, you can suppress advice, but it is not limited to this.

  In this Embodiment, the process in the case of detecting the visual observation of the driver | operator's cab screen with respect to the change of a vehicle interior signal was described. In addition to this processing, a driving pattern for realizing low fuel consumption is acquired from the route information storage unit 16, and driving advice such as "acceleration", "constant speed", "coasting", "deceleration" is given on the cab screen And whether the driver is following the advice may be determined, for example, by detecting the driver's eyes on the cab screen. The driving advice may be displayed on the cab screen and the driving advice may be given by voice.

  In the present embodiment, the driving operation determination unit 22 determines driving advice based on the elapsed time after the change in the in-vehicle signal or the distance to the landmark. It may be detected to give driving advice.

<Effect>
A driving operation management apparatus 100 according to the present embodiment is a driving operation management apparatus 100 capable of managing the behavior of a driver in driving a moving body or the behavior of a driver in operating a driving operation simulator of a moving body. A mobile body information acquisition unit 12 that acquires mobile body information related to the traveling state of the mobile body, a route information acquisition unit 15 that acquires path information related to a predetermined landmark on the operation route, and a predetermined behavior of the driver are detected. The driver behavior detector 21 and the behavior detected by the driver behavior detector 21 refer to the moving body information and the route information so that the driver can drive correctly according to a predetermined standard. Driving operation determination unit 22 for determining whether or not and presents predetermined image information and / or predetermined audio information to the driver according to the determination of driving operation determination unit 22 Provided that the operation advice section 23, the.

  Therefore, according to the driving operation management apparatus 100 in the present embodiment, by detecting the behavior of the driver's pointing and calling, etc., it is detected whether there is a landmark confirmation mistake or a confirmation delay due to the driver's pointing and calling. Thus, driving advice and alerting can be performed in real time. Therefore, an appropriate driving operation can be urged to the driver. In addition, according to the driving operation management device 100, by monitoring whether the driver visually confirms the displayed information with respect to a change in the in-vehicle signal and confirms the displayed information, It is possible to detect the presence or absence of confirmation delay and provide driving advice and alerts in real time. Therefore, an appropriate driving operation can be urged to the driver. Moreover, according to the driving operation management apparatus 100, since the vehicle can be controlled based on the behavior of the driver, it is possible to assist the driver's operation.

  In addition, the driving operation management device 100 according to the present embodiment is a driving operation management device 100 applied to a driving operation simulator, and includes a driving operation input unit 13 that receives a driving operation, and a route in which route information is stored in advance. An information storage unit 16, the mobile body information is derived based on an input to the driving operation input unit 13, the mobile body information acquisition unit 12 acquires the mobile body information, and the route information acquisition unit 15 A video / audio output unit 14 that acquires route information from the route information storage unit 16, generates a video image and sound of a cab viewpoint based on the moving body information and the route information, and presents it to the driver. Further prepare.

  Therefore, the mobile body information acquisition unit 12 acquires mobile body information derived based on the driving operation input to the driving operation input unit 13, and the route information acquisition unit 15 obtains the route information from the route information storage unit 16. Since it can acquire, it becomes possible to apply the driving operation management apparatus 100 to a driving operation simulator. Therefore, by detecting the behavior of the driver using the driving operation simulator, it is possible to detect the presence or absence of the confirmation of the landmark due to the driver's pointing and calling, and provide driving advice and alerts in real time. Is possible.

  In the driving operation management apparatus 100 according to the present embodiment, the predetermined behavior of the driver is a pointing designation performed by the driver, and the driver behavior detecting unit 21 detects the pointing designation. Features.

  Accordingly, for example, when the driver confirms the signal, it is common to perform pointing and calling, so the driver behavior detecting unit 21 detects the pointing and calling so that the driver confirms the signal. It is possible to determine whether or not.

  Further, for example, if the driving operation for the driving advice for realizing the efficient and fuel-efficient driving presented on the cab screen is a predetermined behavior, the driver behavior detecting unit 21 indicates the predetermined behavior of the driver. By detecting it, it is possible to determine whether or not the driver is performing a driving operation that achieves low fuel consumption traveling.

  Further, in the driving operation management device 100 in the present embodiment, the predetermined behavior of the driver is the state of the driver's line of sight, and the driver behavior detecting unit detects the state of the driver's line of sight. Features.

  Therefore, for example, by detecting the direction of the driver's line of sight, it is possible to determine whether the driver has viewed the driver's cab screen.

<Embodiment 2>
FIG. 9 shows a functional block diagram of the driving operation management apparatus 200 in the present embodiment. The driving operation management apparatus 200 in the present embodiment is mounted on a moving body, and will be described assuming that it is mainly mounted on a railway vehicle.

  The driving operation management device 100 (FIG. 1) according to the first embodiment is applied to the driving operation simulator, and is a device intended for driver training. On the other hand, the driving operation management device 200 (FIG. 9) according to the present embodiment is mounted on an actual vehicle and provides driving advice in real time during the operation of the driver.

  The driving operation management apparatus 200 in the present embodiment does not include the video / audio output unit 14 in the driving operation management apparatus 100. This is because the driver sees the actual scenery from the cab. Further, a landmark monitoring unit 17 is provided instead of the route information storage unit 16. Since the other structure of the driving operation management apparatus 200 is the same as that of the driving operation management apparatus 100, description is abbreviate | omitted.

  The landmark monitoring unit 17 detects a predetermined landmark on the operation route. In the present embodiment, the route information acquisition unit 15 acquires route information related to the landmark from the landmark monitoring unit 17.

  Further, the landmark monitoring unit 17 monitors and photographs the driver's forward scenery, and detects and identifies landmarks such as signals, signs, tracks, railroad crossings, and curves existing ahead.

  Further, the landmark monitoring unit 17 estimates the relative distance between the detected landmark and the vehicle. The landmark monitoring unit 17 may transmit the detected landmark as image or moving image data to the vehicle integrated management unit 11 or may transmit a database as shown in FIG. 2 as a result of image processing. The landmark monitoring unit 17 includes, for example, a camera, a stereo camera, a sensor, a radar, a data storage medium, and the like, but is not limited thereto.

  In the present embodiment, the vehicle integrated management unit 11 manages and accumulates information detected by the landmark monitoring unit 17 in addition to the processing described in the first embodiment. The vehicle integrated management unit 11 transmits and receives information by periodically communicating with the landmark monitoring unit 17 or by communicating on demand. The vehicle integrated management unit 11 controls devices such as a motor and a brake mounted on the vehicle.

  The moving body information acquisition unit 12 in the present embodiment does not acquire moving body information that is simulated as in the first embodiment, but instead of actual moving body information (powering notch, brake notch, position, speed). , Acceleration, power running / regenerative power, information on the vehicle such as temperature) is different from the first embodiment.

  The driving operation determination unit 22 according to the present embodiment determines whether to perform driving advice using the video information, image information, and image processed information of the landmarks observed by the landmark monitoring unit 17. Is different from the first embodiment. Since other operations are the same as those in the first embodiment, the description thereof is omitted.

  In addition, in this Embodiment, it is good also as a structure further provided with the route information storage part 16 in Embodiment 1 (driving operation management apparatus 100). In this case, the route information acquisition unit 15 acquires the route information related to the landmark detected from the driving route ahead of the vehicle from the landmark monitoring unit 17 and is stored in advance from the route information storage unit 16 depending on the case. Get route information.

  The driver behavior detection unit 21 transmits the detected information directly to the driving operation determination unit 22 without going through the vehicle integration management unit 11, but the vehicle integration management unit 11 performs the landmark monitoring unit 17, Information of the driver behavior detection unit 21 and the moving body information acquisition unit 12 may be aggregated and transmitted to the driving operation determination unit 22.

  In addition, the driving operation determination unit 22 directly notifies the operation advice unit 23 of the determination result. However, the driving operation determination unit 22 notifies the vehicle integration management unit 11 of the determination result and the advice information, thereby integrating the vehicle. The management unit 11 may notify the operation advice unit 23 of advice information.

  Furthermore, in the present embodiment, the landmark monitoring unit 17 detects the landmark from the front of the vehicle or estimates the relative distance between the landmark and the vehicle. The presence of the landmark may be detected and the relative distance between the landmark and the vehicle may be estimated.

  Furthermore, in the present embodiment, the operation advice unit 23 provides advice to the driver, but when it is determined that the operation is dangerous, the vehicle integrated management unit 11 is requested to perform vehicle control such as acceleration and deceleration. You may do it.

<Effect>
The driving operation management apparatus 200 in the present embodiment is a driving operation management apparatus 200 mounted on a moving body, and the moving body information is obtained from the moving body itself that is being driven by the driver. A landmark monitoring unit 17 that detects a predetermined landmark on the route is further provided, and the route information acquisition unit 15 acquires the route information from the landmark monitoring unit 17.

  Therefore, according to the driving operation management apparatus 200 of the present embodiment, the moving body information acquisition unit 12 acquires moving body information from the moving body itself that the driver is driving, and the route information acquisition unit 15 includes the land information acquisition unit 15. Since the route information can be acquired from the mark monitoring unit 17, the driving operation management device 100 can be mounted on the moving body. Therefore, by detecting the behavior of the driver who drives the moving body, it is possible to detect the presence or absence of a landmark confirmation error or confirmation delay due to the driver's pointing and calling, and provide driving advice and alerts in real time. Is possible. Moreover, since the driving operation management apparatus 200 in this Embodiment can control a vehicle based on a driver's behavior, it can assist a driver's operation.

<Embodiment 3>
FIG. 10 shows a functional block diagram of the driving operation management apparatus 300 in the present embodiment. The driving operation management apparatus 300 in the present embodiment further includes a communication unit 24 compared to the driving operation management apparatus 200 (FIG. 9) in the second embodiment. Since the other configuration is the same as that of the driving operation management apparatus 300, description thereof is omitted.

  The communication unit 24 transmits information managed and accumulated by the vehicle integrated management unit 11 to a ground server and surrounding vehicles via a communication network 30 such as the Internet. The communication unit 24 may perform transmission / reception via the communication network 30 during operation of the vehicle, or may perform transmission / reception when the vehicle is started or stopped.

  The communication unit 24 may communicate with the ground facility via another communication device using wired communication, or may directly communicate with the ground facility using wireless communication. As the wired communication, a communication method such as Ethernet (registered trademark) or RS-232 may be used. As wireless communication, communication is performed using a wireless LAN, a mobile phone, or the like.

  The vehicle integrated management unit 11 according to the third embodiment comprehensively uses the information of the driver behavior detection unit 21 and the driving operation determination unit 22 in addition to the information of the moving body information acquisition unit 12 and the landmark monitoring unit 17. Management / accumulation and transmission to ground equipment via the communication unit 24. Further, the vehicle integrated management unit 11 receives and manages information managed by the ground server and information managed by surrounding vehicles via the communication network 30.

  When determining the driving operation, the driving operation determination unit 22 in the present embodiment performs determination in consideration of information such as diagram information and in-vehicle signals received from the ground server and the surrounding vehicles. Since other operations are the same as those of the second embodiment, description thereof is omitted.

<Effect>
The driving operation management device 300 according to the present embodiment further includes a driving operation input unit 13 that receives a driving operation, and a communication unit 24. The communication unit 24 includes information related to driving operation, information related to landmarks, and mobile object information. And the determination result of the driving operation determination part 22 is transmitted to a ground apparatus, It is characterized by the above-mentioned.

  Therefore, the driving operation management device 300 in the present embodiment transmits information such as the determination result of the driving operation determination unit 22 to the ground device. Therefore, the driver can check the actual driving data after driving, and can use the information transmitted to the ground device for learning and training.

<Embodiment 4>
FIG. 11 shows a functional block diagram of the driving operation management apparatus 400 in the present embodiment. The driving operation management device 400 according to the present embodiment further includes a passenger behavior detection unit 25 with respect to the driving operation management device 300 (FIG. 10) according to the third embodiment. Since other configurations are the same as those of the third embodiment, description thereof is omitted.

  The passenger behavior detection unit 25 detects the vehicle acceleration as one piece of moving body information and notifies the driving operation determination unit 22 of the acceleration. Further, the passenger behavior detection unit 25 may notify the driving operation determination unit 22 of information based on the detected acceleration. The information based on acceleration is, for example, information indicating a sudden start or stop felt by a person such as a passenger who is on board or a conductor, or information indicating a possibility that a passenger who is standing will fall.

  The passenger behavior detection unit 25 is configured by, for example, an acceleration sensor, a gyro sensor, or the like, but is not limited thereto. Further, as the passenger behavior detection unit 25, an acceleration sensor provided in a smartphone or a tablet terminal owned by the passenger may be used. Further, the connection between the passenger behavior detection unit 25 and the driving operation determination unit 22 may be wired communication such as Ethernet or wireless communication such as wireless LAN. In addition, the passenger behavior detection unit 25 may notify the driving operation determination unit 22 of information via the vehicle integrated management unit 11.

  The driving operation determination unit 22 in the present embodiment determines whether the driver is driving at an appropriate acceleration in addition to the operation of determining whether the driver is pointing and calling at an appropriate timing.

  For example, when the vehicle starts, when the driver starts or stops the vehicle at an acceleration exceeding a predetermined acceleration, the driving operation determination unit 22 determines that the driver needs to be alerted. In this case, the operation advice unit 23 provides advice to the driver so as to drive at a moderate acceleration.

  The driving operation determination unit 22 determines whether the brake or the accelerator is operated at an appropriate timing based on the route information related to the landmark detected by the landmark monitoring unit 17. For example, when there is no dangerous object or curve in front and the passenger behavior detection unit 25 detects an acceleration that may cause the passenger to fall, the driving operation determination unit 22 determines that the driver needs to be alerted. To do. In this case, the operation advice unit 23 provides advice to the driver so as to drive at a moderate acceleration. Since other operations are the same as those in the third embodiment, description thereof is omitted.

  In addition, although the passenger behavior detection part 25 demonstrated the case where the information was directly transmitted with respect to the driving operation determination part 22, the passenger behavior detection part 25 is vehicle integrated management via communication networks 30, such as the internet. Information may be transmitted to the unit 11.

<Effect>
In the driving operation management device 400 according to the present embodiment, the moving body information includes information based on the acceleration of the moving body, and the driving operation determination unit 22 has a predetermined driver predetermined based on the information based on the acceleration. It is characterized in that it is determined whether the vehicle is operating correctly according to the standard.

  Therefore, according to the driving operation management device 400, when acceleration exceeding a predetermined reference (for example, acceleration that may cause the passenger to fall) is detected, the driver is prevented from sudden acceleration / deceleration, It is possible to give advice so as to promote gentle acceleration / deceleration. Therefore, passenger comfort can be improved.

<Embodiment 5>
FIG. 12 shows a functional block diagram of the driving operation management apparatus 500 in the present embodiment. The driving operation management device 500 according to the present embodiment further includes a driving operation storage unit 26 with respect to the driving operation management device 100 (FIG. 1) according to the first embodiment. Since other configurations are the same as those of the first embodiment, description thereof is omitted.

  The driving operation storage unit 26 stores a database for managing exemplary driving behavior and timing of a driver who has performed driving operations in the past. This database describes the details of the driver's behavior, the timing of the behavior (that is, how many meters before the landmark, etc.) and the moving body information at that time. . The driving operation storage unit 26 transmits and receives information to and from the driving operation determination unit 22.

  The driving operation storage unit 26 may be, for example, a storage device such as a hard disk, but is not limited thereto. The exemplary driving behavior includes, for example, the driving behavior of an experienced driver, but is not limited to this.

  In the first embodiment, the driving operation determination unit 22 performs determination based on the distance from the vehicle to the landmark and the elapsed time after the in-vehicle signal change. On the other hand, in the present embodiment, “normal”, “caution”, “warning”, etc. are determined for the driving operation based on the exemplary operation timing described in the database managed by the driving operation storage unit 26. To do.

  An example of the driving advice process in the present embodiment will be described with reference to FIGS. 13 and 14. Consider a situation in which, for example, a signal exists as a landmark in front of a traveling vehicle.

  In FIG. 13, it is assumed that the distance between the vehicle and the landmark (signal) when the driver recognizes the signal and performs pointing and calling is d. Further, the distance between the vehicle and the landmark when the pointing and calling described in the database of the driving operation storage unit 26 is performed is D7.

  FIG. 14 shows a relationship between | D7−d | and determination by the driving operation determination unit 22. To determine whether the driver's behavior is normal, distance thresholds S1, S2, S3 (S1 <S2 <S3) are used. As shown in FIG. 14, if 0 <| D7-d | <S1, the timing when the driver performs the behavior and the exemplary timing stored in the driving operation storage unit 26 are substantially the same. Determined. That is, in this case, it is determined that the driver's behavior is normal and that the predetermined standard is being followed. If S1 <| D7-d | <S2, it is determined that the recognition of the landmark is a little slower than the exemplary behavior timing. Further, if S2 <| D7-d | <S3, it is determined that the recognition of the landmark is late or there is a possibility of a recognition error as compared with the timing of the exemplary behavior. If S3 <| D7-d |, it is determined that the recognition is not complete. Here, the notation | D7-d | indicates the absolute value of the difference between D7 and d. Note that S1, S2, and S3 may be dynamically changed according to the time zone, weather, prospect, driver's personality and ability, and the like.

  FIG. 14 shows a list of advices that the operation advice unit 23 implements according to the determination result of the driving operation determination unit 22. As illustrated in FIG. 14, when the driving operation determination unit 22 determines “normal”, the operation advice unit 23 does not provide any advice. In addition, when the driving operation determination unit 22 determines that “recognition is a little slow”, the operation advice unit 23 presents a predetermined image and sound to the driver and pays attention that the recognition is a little slow. Further, when the driving operation determination unit 22 determines that “there is a possibility of recognition error”, the operation advice unit 23 presents a predetermined image and sound to the driver, and there is a possibility of a recognition error. Warning. Further, when the driving operation determination unit 22 determines “recognition failure”, the operation advice unit 23 warns the driver and controls the brake.

  In the present embodiment, the pointing and calling has been described as an example of the behavior performed by the driver. However, the behavior may be applied to other driving behavior such as visual observation of an in-vehicle signal.

<Effect>
The driving operation management device 500 according to the present embodiment further includes a driving operation storage unit 26 in which a predetermined behavior and timing of the driver are stored in advance for each landmark, and the driving operation determination unit 22 includes The timing of the predetermined behavior stored in the driving operation storage unit 26 is compared with the timing at which the driver behavior detection unit 21 detects the predetermined behavior, and the driver follows a predetermined standard set in advance. It is characterized by determining whether it is operating correctly.

  Therefore, according to the driving operation management device 500, the timing of the exemplary behavior is stored in the driving operation storage unit 26 in advance, so that the timing of the behavior of the driver is compared with the timing of the exemplary behavior. Can provide advice to the driver. As a result, it is possible to train other drivers using the advanced driving skills of experienced drivers, so that the driving skills can be inherited.

  Further, according to the driving operation management device 500, the driving operation storage unit 26 stores in advance the timing of the driving operation that realizes traveling with the least energy consumption, so that the driver can save the energy consumption. It is possible to convey driving skills that realize less travel.

  It should be noted that the present invention can be freely combined with each other within the scope of the invention, and each embodiment can be appropriately modified or omitted.

  DESCRIPTION OF SYMBOLS 10 Mobile body part, 11 Vehicle integrated management part, 12 Mobile body information acquisition part, 13 Driving operation input part, 14 Video / audio output part, 15 Path information acquisition part, 16 Path information storage part, 17 Landmark monitoring part, 20 Advice Unit, 21 driver behavior detection unit, 22 driving operation determination unit, 23 operation advice unit, 24 communication unit, 25 passenger behavior detection unit, 26 driving operation storage unit, 30 communication network, 100, 200, 300, 400 driving operation management apparatus.

Claims (6)

A driving operation management device capable of managing the behavior of a driver in driving a moving body or the behavior of a driver in operating a driving operation simulator of a moving body,
A mobile body information acquisition unit for acquiring mobile body information related to the traveling state of the mobile body to be managed;
A route information acquisition unit for acquiring route information on a predetermined landmark on the operation route;
A driver behavior detector for detecting a predetermined behavior of the driver;
Based on the behavior detected by the driver behavior detection unit, the driving operation is performed by referring to the mobile body information and the route information to determine whether the driver is operating correctly according to a predetermined criterion. A determination unit;
An operation advice unit that presents predetermined image information and / or predetermined audio information to the driver according to the determination of the driving operation determination unit;
Bei to give a,
The predetermined behavior of the driver is a pointing and calling performed by the driver,
The driver behavior detecting unit detects the pointing and calling,
Operation management device. The driving operation management device according to claim 1, which is applied to a driving operation simulator,
A driving operation input unit for receiving driving operation;
A route information storage unit in which the route information is stored in advance;
Further comprising
The mobile body information is derived based on an input to the driving operation input unit,
The mobile body information acquisition unit acquires the mobile body information,
The route information acquisition unit acquires the route information from the route information storage unit,
Based on the moving body information and the route information, further comprising a video / audio output unit that generates a video and audio of a cab viewpoint and presents them to the driver.
The driving operation management device according to claim 1. The driving operation management device according to claim 1, which is mounted on a moving body,
The mobile body information is obtained from the mobile body that the driver is driving,
A landmark monitoring unit for detecting the predetermined landmark on the operation route;
The route information acquisition unit acquires the route information from the landmark monitoring unit,
The driving operation management device according to claim 1. The mobile object information includes information based on acceleration of the mobile object,
The driving operation determination unit is configured to determine whether the driver is correctly driving according to a predetermined criterion based on information based on the acceleration,
The driving | operation management apparatus in any one of Claims 1-3 . A driving operation input unit for receiving driving operation;
A communication department;
Further comprising
The communication unit transmits information on the driving operation, information on the landmark, the moving body information, and a determination result of the driving operation determination unit to a ground device,
The driving operation management device according to claim 3. For each of the landmarks, further comprising a driving operation storage unit in which the predetermined behavior and timing of the driver are stored in advance,
The driving operation determination unit compares the timing of the predetermined behavior stored in the driving operation storage unit with the timing at which the driver behavior detection unit detects the predetermined behavior, and the driver It is determined whether or not the vehicle is operating correctly according to a predetermined standard.
The driving | operation management apparatus in any one of Claims 1-5 .

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