JP7434079B2 - Itinerary management system, estimated arrival time monitoring method, program - Google Patents

Description

The present invention relates to an itinerary management system, an estimated arrival time monitoring method, and a program.

Occupants riding in a moving object may fall asleep. For example, passengers other than the driver of a passenger car or passengers of a taxi can sleep while traveling. Furthermore, if Level 4 automated driving is put into practical use, it will be possible for passengers other than the driver to sleep as well (even the driver may not be present since no driving is required).

BACKGROUND ART Conventionally, techniques have been devised to detect a user's sleep and perform processing suitable for the user during sleep (for example, see Patent Document 1). Patent Document 1 discloses a music player that detects a user's sleep, saves battery power while the user is asleep, and plays music from where it left off before the user wakes up.

Japanese Patent Application Publication No. 2015-130907

However, the conventional technology has a problem in that it is not possible to notify the occupant of a change in the estimated arrival time after the occupant wakes up. The estimated arrival time of a mobile object may change due to changes in the situation. The scheduled arrival time is often delayed due to, for example, traffic congestion or bad weather. The estimated time of arrival that the occupant knew before he or she started sleeping has changed, but if the occupant does not notice this after waking up, there is a risk that he or she will not be able to take appropriate action.

SUMMARY OF THE INVENTION In view of the above-mentioned problems, an object of the present invention is to provide a journey management system that can notify a passenger of a change in the estimated arrival time after the passenger wakes up.

In view of the above problems, the present invention provides an itinerary management system capable of calculating the estimated time of arrival at a destination of a mobile object at least at the time of departure , comprising a sleep detection unit that detects that a passenger has started sleeping; and an itinerary monitoring part that records, when the sleep detection part detects that the occupant has started sleeping, an estimated arrival time that was last known before the occupant started sleeping, and the itinerary monitoring part The system includes an awakening detection unit that calculates the estimated arrival time at least once during the occupant's sleep and detects that the occupant has woken up; that the estimated arrival time last known before the occupant started sleeping changed while the occupant was sleeping, based on the difference between the estimated arrival time calculated during the occupant's sleep; The vehicle is characterized by comprising a notification unit that notifies the occupant of the vehicle.

It is possible to provide an itinerary management system that can notify a passenger of a change in the estimated arrival time after the passenger wakes up.

FIG. 2 is a schematic diagram illustrating an outline of an operation or process in which the itinerary management system notifies the passenger of the estimated arrival time. 1 is a schematic configuration diagram of an in-vehicle system that notifies an estimated arrival time depending on whether a passenger is asleep or awake. 1 is a diagram illustrating a configuration example of an automatic driving system and an in-vehicle system included in a vehicle capable of automatic driving. FIG. 2 is a functional block diagram illustrating functions of the process management system divided into blocks. It is a figure which shows process information typically. FIG. 7 is an example of a flowchart showing a procedure in which the journey monitoring unit notifies the passenger of the change in the estimated arrival time during sleep and the cause of the change; FIG. It is a figure explaining the transition of an estimated arrival time. It is a figure which shows an example of the message which a notification part displays on a display. FIG. 2 is a diagram schematically showing a user schedule stored in a user schedule DB. FIG. 3 is a diagram showing a message displayed on a display indicating that the user is likely to be late for a meeting.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As an example of an embodiment of the present invention, an itinerary management system and an estimated arrival time monitoring method performed by the itinerary management system will be described below with reference to the drawings.

<Outline of operation or processing of process management system>
First, with reference to FIG. 1, an outline of the operation or processing of the process management system of this embodiment will be explained. FIG. 1 is a schematic diagram illustrating an outline of the operation or process by which the itinerary management system notifies the passenger of the estimated arrival time. The vehicle has two occupants, but it may have only one occupant.

(1) The itinerary management system 30 mounted on the vehicle 8 creates the itinerary information to the destination before departure. The itinerary information is, for example, data in which a position on a route corresponds to a scheduled time when the vehicle passes through the position. When the passenger starts sleeping after departure, the journey management system 30 detects sleep using various sensors. Note that if there are multiple occupants, they can be detected individually. The itinerary management system 30 records the estimated arrival time when sleep is detected.

(2) The itinerary management system 30 monitors the estimated arrival time while the crew member is sleeping. For example, if an unexpected traffic jam occurs while the passenger is sleeping, a delay in the scheduled arrival time can be detected based on the itinerary information. For example, it is possible to detect that the vehicle has now passed a position that it should have passed 10 minutes ago. If there is a change in the estimated arrival time, it is a good idea to record the cause of the change (such as traffic congestion).

(3) The journey management system 30 detects the occupant's wakefulness using various sensors. When the occupant wakes up, the itinerary management system 30 determines whether the estimated arrival time recorded in (1) has changed during sleep. If the estimated arrival time has changed, the time and cause of the change will be notified. For example, a message such as "The scheduled arrival time is 10 minutes late. The current scheduled arrival time is 10:30" is output.

Therefore, according to the present invention, even if a passenger falls asleep in a moving vehicle and does not notice that the estimated time of arrival has changed due to a change in the situation, when the passenger wakes up, he/she may notice that the estimated time of arrival has changed or You can know the scheduled time.

<About terms>
In this embodiment, a vehicle will be mainly described as a moving object, but the moving object may be a private car, a taxi, or a bus. Alternatively, it may be a vehicle used in so-called ride sharing. Ridesharing is a service that matches drivers and users on an app provided by a ride-hailing service company. Users may not necessarily have the same destination, but they travel the same route.

Sleep is a state in which the body's movements are still, the response to external stimuli is reduced, and consciousness is lost, but the person easily wakes up. Awakening means waking up.

<System configuration example>
FIG. 2 shows a schematic configuration diagram of an in-vehicle system 100 that notifies the estimated arrival time according to whether the occupant is asleep or awake. The in-vehicle system 100 mainly includes an occupant monitoring device 10 that monitors the occupant's wakefulness and sleep, an information transmission interface 20 for the occupant, and a journey management system 30 that manages the journey from the departure point to the destination. Note that FIG. 2 only shows the main components, and the in-vehicle system 100 may have elements other than those shown in FIG. 2.

The occupant monitoring device 10 monitors the condition of each occupant. In this embodiment, it is detected that the occupant has started sleeping and has woken up. It can detect not only the binary state of sleep or wakefulness, but also several levels of wakefulness. Specifically, sheet-like sensors embedded in each seat can detect when a person has started sleeping and when they have woken up. That is, since the sheet-like sensor can detect the load using a piezoelectric element or the like, it can detect that the occupant has started sleeping if there is no change in the area where the load is detected (if the occupant does not move). Awakening is the opposite.

Further, the occupant monitoring device 10 may be a camera. In this case, the occupant monitoring device 10 detects the eyes from the facial image and monitors the opening and closing of the eyes. The onset of sleep or awakening can be detected by the ratio of the time when the eyes are open or closed for a certain period of time. Further, the occupant monitoring device 10 may detect that the occupant has started sleeping or has woken up based on information from a portable sensor included in an information processing terminal or the like carried by the occupant. In this case, the start of sleep can be detected because the fluctuations in the signals detected by the acceleration sensor or the angular velocity sensor are below a certain level. Awakening is the opposite.

Further, the occupant monitoring device 10 is preferably capable of monitoring information such as body temperature, blood pressure, heart rate, and brain waves. Body temperature can be easily detected using a seat sensor that comes into contact with the occupant or an infrared camera. There are sensors that estimate heart rate by shining light on arteries in fingertips and wrists and analyzing the reflected waves. Blood pressure can be estimated by combining heart rate measurements and blood flow measurements using an optical sensor. Regarding brain waves, there is a method of detecting electrical signals by placing electrodes in contact with the head. If the occupant monitoring device 10 had machine learned the face images from the sheet-like sensor and camera, and the relationship between these signals and wakefulness or sleep using an algorithm such as deep learning, sleep could have started with higher accuracy. It is possible to detect arousal and arousal.

Machine learning is a technology that allows computers to acquire human-like learning abilities, and allows computers to autonomously generate algorithms necessary for data identification etc. from pre-loaded learning data, and to generate new data on new data. This refers to a technology that applies this to make predictions. The learning method for machine learning may be supervised learning, unsupervised learning, semi-supervised learning, reinforcement learning, or deep learning, or may be a learning method that combines these learning methods. It doesn't matter what learning method you use.

Additionally, machine learning methods include perceptrons, deep learning, support vector machines, logistic regression, Naive Bayes, decision trees, random forests, and are not limited to deep learning.

The information transmission interface 20 is a user interface that notifies the estimated arrival time and its changes. For example, the display 21 and speaker 22 of a vehicle can be cited. In addition, it is more preferable that the display 21 and the speaker 22 are provided for each seat. It is also possible for the information transmission interface 20 to notify the information processing terminal carried by the passenger of the estimated arrival time and its changes by using an SNS (Social Network System) such as e-mail or a chat system. In this case, in the itinerary management system 30 or the like, identification information (email address, etc.) of the passenger is associated with the seat of the vehicle. For example, the occupants seated in each seat may be identified by facial recognition.

Note that the information processing terminal is, for example, a smartphone, a tablet terminal, a mobile phone, a PDA (Personal Digital Assistant), a notebook PC, a wearable PC (for example, a wristwatch type, a sunglasses type, etc.), and the like.

The process management system 30 is a device called a microcomputer, computer, information processing device, etc., which includes a CPU, RAM, SSD (Solid State Drive), input/output I/F, and the like.

The journey management system 30 manages the journey from the destination to the departure point. The journey includes location information on the route and scheduled passing time. When searching for a route from a departure point to a destination, the itinerary management system 30 can calculate the times at which nodes on the route are passed. The link travel time for each road is provided by VICS (registered trademark, Vehicle Information and Communication System), and by integrating the link travel time according to the route traveled, each node on the route and the scheduled passing time can be calculated. can get. For any position on the link between nodes, the scheduled passing time can be calculated by dividing the length of the link into equal intervals and dividing the passing times of the nodes at both ends proportionally.

Therefore, for example, the itinerary management system 30 can set the scheduled passing time at any position on the route, as well as the passing time at major intersections, expressway interchanges, parking lots, exits, etc. on the route (Fig. 5 reference). The itinerary management system 30 detects the difference between the scheduled passing time and the actual passing time as a change in the scheduled arrival time.

FIG. 3 is a diagram showing a configuration example of an automatic driving system 200 and an in-vehicle system 100 included in a vehicle capable of automatic driving. In this embodiment, a case will be described in which the in-vehicle system 100 is installed in a vehicle that is capable of automatic driving, but the in-vehicle system 100 may be installed in a vehicle that is not capable of automatic driving.

The following levels of autonomous driving are defined:

Level 0: The driver controls everything Level 1: The system supports either steering operation or acceleration/deceleration Level 2: The system supports both steering operation or acceleration/deceleration Level 3: The system controls everything at a specific location In the event of an emergency, the driver operates Level 4: The system operates everything in a specific location Level 5: The system operates everything regardless of location Level 4 or higher of automated driving does not require a driver or allows sleep. Therefore, assuming that the driver sleeps, the in-vehicle system 100 is installed in a vehicle capable of level 4 or higher automatic driving.

As shown in FIG. 3, the information transmission interface 20 has the above-mentioned display 21 and speaker 22. Further, in FIG. 3, an information transmission interface 20 is arranged for each passenger seat.

The occupant monitoring device 10 includes the seat sensor 11 and camera 12 described above. The seat sensor 11 is arranged for each passenger seat. The camera 12 may be provided for each seat or may be common to a plurality of occupants.

The itinerary management system 30 may have the functions of the general navigation device 15. The navigation device is compatible with GNSS (Global Navigation Satellite System) typified by a GPS receiver, detects the current location of the vehicle, and displays the location of the vehicle on an electronic map. It also accepts the input of the departure point and destination, searches for a route from the departure point to the destination, displays the route on an electronic map, and tells vehicle occupants the direction of travel by voice or text ( (displayed on the display) or provide guidance through animation, etc. In addition, it may have an AV (Audio Visual) playback function, an AVN (Audio Visual Network) function, etc.

Note that the vehicle does not need to have the navigation device 15. That is, the in-vehicle system 100 can communicate with a navigation server via a communication device 60, which will be described later, and can receive an electronic map and a route to a destination from the server.

The in-vehicle system 100 includes a communication device 60. Communication device 60 communicates with external devices via a communication network. The communication network is, for example, a mobile phone network such as 3G, 4G, or 5G, or a wireless LAN. Alternatively, communication may be performed by road-to-vehicle communication or vehicle-to-vehicle communication. The external device is a server that provides information that affects the scheduled arrival time of the vehicle, such as traffic jam information, weather information, and disaster information. The communication device 60 receives information that affects the scheduled arrival time of the vehicle in the event of a traffic jam or the like, by inquiring of the presence or absence of information from an external device in response to an operation by a passenger or periodically. If push notification can be sent from the external device to the communication device 60, the communication device 60 does not need to make an inquiry. The communication device 60 has the passenger's e-mail address, SNS group name, and user ID registered, and can send information to the passenger via e-mail or chat.

Note that the communication device 60 may communicate with an information processing terminal carried by the user using short-range wireless communication such as Bluetooth (registered trademark).

The in-vehicle system 100 and the automatic driving system 200 communicate via an in-vehicle network NW such as a CAN (Controller Area Network) bus. The automatic driving system 200 includes an external sensor 202, an engine ECU 203 (Electronic Control Unit), a brake ECU 204, a steering ECU 205, and an automatic driving control device 206.

The automatic driving control device 206 communicates with the navigation device 15 to accurately grasp the position of the own vehicle, and then controls the engine ECU, brake ECU, and Controls the steering ECU. If no obstacle is detected in front by the external sensor 202, the vehicle travels at the legal speed in the center of the travel lane on the route. When the external sensor 202 detects a preceding vehicle ahead, the vehicle follows the preceding vehicle in the center of the driving lane on the route. When the preceding vehicle decelerates or stops, the status of the adjacent driving lane is checked using an external sensor 202, and if the lane is empty, a lane change is performed. Additionally, if the TTC (Time to Collision) with an obstacle in front is less than a threshold value, emergency braking is performed. While the vehicle is running, the camera 52 monitors the state of the traffic lights, and stops, starts, etc. in accordance with the appearance of the traffic lights. Furthermore, road signs are detected using the camera 52, road-to-vehicle communication, road information database, etc., and the vehicle drives in accordance with traffic regulations. If the route instructs a right or left turn, the vehicle moves to the turn lane and steers in the direction indicated by the route.

The external sensors 202 include a camera 52 that can image the surroundings of the vehicle, and a radar 51 (millimeter wave radar, LiDar: Light Detection and Ranging, Laser Imaging Detection and Ranging) that detects obstacles. The camera 52 is mainly used for recognizing driving lanes, recognizing obstacles, and detecting the distance and position to obstacles. Although the camera 52 may be a stereo camera or a monocular camera, a stereo camera is preferable in order to calculate the spatial position of an obstacle. However, there is technology for calculating the spatial position of obstacles even with a monocular camera. Radar 51 is used to detect the distance and direction to obstacles. In this embodiment, after the occupant wakes up, the journey management system 30 presents an image of the surroundings captured by the camera 52 while the occupant is sleeping in order to present the sleeping situation to the occupant.

Engine ECU 203 is a computer (electronic control unit) that controls the engine. In accordance with control from the automatic driving control device 206, for example, the discrepancy between the target vehicle speed and the current vehicle speed, the target TTC and the current TTC are determined so that the vehicle can travel at a constant speed or follow the preceding vehicle. Feedback control is performed to control the difference between the two and the throttle opening and fuel injection amount. In addition, the engine ECU 203 controls the transmission based on the automatic shift diagram to perform downshifts and upshifts.

The brake ECU 204 performs automatic braking or emergency braking in accordance with control from the automatic driving control device 206. In addition, the braking force is controlled for each wheel of the vehicle, such as ABS (Antilock Braking System) control and stop state maintenance control when starting on a slope, even if the vehicle occupant does not operate the brake pedal.

The steering ECU 205 sets a target driving line so that the vehicle runs in the center of the driving lane in accordance with control from the automatic driving control device 206, and determines a steering direction to maintain driving on this line or a steering direction to avoid obstacles. The vehicle is steered in a direction to avoid approaching the vehicle without any steering wheel operation by the vehicle occupant. It also performs the steering necessary to change lanes and turn left and right to follow the route.

<About functions>
Next, the functions of the process management system 30 will be explained with reference to FIG. 4. FIG. 4 is a functional block diagram illustrating functions of the process management system 30 divided into blocks.

The journey management system 30 includes a route search unit 31, a journey generation unit 32, a position detection unit 33, a journey monitoring unit 34, a sleep detection unit 35, an awakening detection unit 36, a notification unit 37, and a delay occurrence transmission unit 38. ing. These functional blocks included in the process management system 30 are functions or means realized by the CPU executing a program (application software) stored in the SSD.

The route search unit 31 searches for a route from the current location (or starting point) to the destination and creates route information. Route searches are performed using Dijkstra's method, which converts link lengths, widths, and traffic conditions into costs, and selects the route that minimizes the total cost from the departure point to the destination, or by adding a heuristic cost to the Dijkstra method.A *(Aster) law is known. Further, if the angle formed by adjacent links in the determined route is greater than a predetermined value, it is determined that a change in the direction of travel is necessary, and a change in the direction of travel is set.

The position detection unit 33 detects the current location of the vehicle as coordinates of latitude, longitude, and altitude through radio positioning performed by a GPS receiver periodically and in response to user operations. Note that the position detection unit 33 estimates a detailed position using an autonomous navigation sensor, and further corrects the position of the vehicle on the road by map matching.

The route generation unit 32 creates route information based on route information. That is, position information on the route and scheduled passing time are created. FIG. 5 schematically shows the itinerary information. As shown in FIG. 5, scheduled passing times are registered at arbitrary positions on the route.

The journey monitoring unit 34 compares the scheduled passing time with the time when the vehicle actually passes the position on the route where the scheduled passing time is registered. Then, the notification unit 37 outputs a value obtained by adding the difference between the scheduled passing time and the actual time when the vehicle passes to the display or the like, to the original scheduled arrival time (the scheduled arrival time at the time of departure). For example, if the scheduled passing time of a certain point A on the route is 10:00, the actual time when the vehicle passed is 10:05, and the original scheduled arrival time is 10:30, the notification unit 37 will display "Scheduled arrival time". Time 10:35
There is currently a 5 minute delay. ”
etc. is output. Therefore, the crew can always know the latest scheduled arrival time.

The explanation will be returned to FIG. 4. The sleep detection unit 35 detects that the occupant has started sleeping and notifies the journey monitoring unit 34 of the detection. The wakefulness detection unit 36 detects that the occupant has woken up and notifies the journey monitoring unit 34 of the same.

The delay occurrence transmitter 38 is notified of the estimated arrival time monitored by the journey monitor 34, whether the occupant is awake or asleep. When the delay occurrence transmitting unit 38 refers to the user schedule DB 39 for each passenger and finds that the scheduled arrival time will be past the start time of the next schedule, the delay occurrence transmitting unit 38 sends a message regarding the relationship with the passenger using e-mail or a chat service. Notify a user. Details will be described later.

<<Monitoring of the journey during sleep by the journey monitoring unit>>
Monitoring of a journey during sleep by the journey monitoring unit 34 will be described with reference to FIGS. 6 and 7. FIG. 6 is an example of a flowchart showing a procedure in which the itinerary monitoring unit 34 notifies the occupant of the change in the estimated arrival time during sleep and the cause of the change. Further, FIG. 7 is a diagram illustrating the transition of the estimated arrival time.

First, the journey monitoring unit 34 acquires from the sleep detection unit 35 that it has been detected that the occupant has started sleeping (S1).

When receiving notification that the occupant has started sleeping, the journey monitoring unit 34 records the estimated arrival time at the time the occupant starts sleeping (S2). The estimated arrival time at the start of sleep (an example of the first estimated arrival time) is the last estimated arrival time known by the occupant before starting sleep.

The journey monitoring unit 34 repeatedly calculates the estimated arrival time while the passenger is sleeping (S3). That is, the difference between the time when the vehicle actually passes the position on the route where the scheduled passing time is registered and the scheduled passing time is calculated and added to the original scheduled arrival time. This calculation of the estimated arrival time is continued until the occupant wakes up.

The itinerary monitoring unit 34 determines whether the variation between the estimated arrival time at the start of sleep and the estimated arrival time recorded during sleep is equal to or greater than a threshold (S4). For example, if an unexpected traffic jam occurs, "estimated arrival time at the start of sleep + threshold value <= estimated arrival time recorded during sleep". This threshold value is a value at which it is estimated that the estimated arrival time has changed due to some external factor since the estimated arrival time fluctuates so much. The threshold value may be, for example, 10 minutes, but it is preferable that the threshold value can be set by the passenger.

If the determination in step S4 is Yes, the stroke monitoring unit 34 records the fluctuation factor (S5). For example, the communication device 60 records variable factors such as traffic jams received from an external device. The communication device 60 receives traffic information such as traffic jams, bad weather, disasters, etc., so the journey monitoring unit 34 detects information such as traffic jams, bad weather, disasters, etc. occurring ahead in the direction of travel on the route. . Further, the surrounding image captured by the camera 52 is stored in association with the fluctuation factor.

Note that, for example, if the user is in a traffic jam, the same variable factor will be recorded many times during sleep, so the journey monitoring unit 34 may overwrite or discard the same variable factor.

The stroke monitoring unit 34 determines whether or not it has received notification of awakening from the awakening detection unit 36 (S6). When receiving notification that the occupant has woken up, the journey monitoring unit 34 determines whether or not there has been a change in the estimated arrival time during sleep (S7). That is, it is determined whether the variation between the scheduled arrival time at the start of sleep and the scheduled arrival time at the time of awakening (an example of the second scheduled arrival time) is greater than or equal to a threshold value. The itinerary monitoring unit 34 determines whether the difference between the last calculated estimated arrival time during sleep and the estimated arrival time at the start of sleep is equal to or greater than a threshold. In order to notify the passenger of a change in the estimated arrival time when the change factor is recorded, the threshold value in step S7 is the same as in step S4. Therefore, the determination in step S7 may be made based on whether or not the variable factor is recorded.

Alternatively, if the awakened occupant is to be notified of a slight variation in the estimated arrival time for which no variation factor is recorded, the threshold value in step S7 may be smaller than that in step S4.

If the determination in step S7 is Yes, the stroke monitoring unit 34 notifies the fluctuation time and the fluctuation factor (S8). However, variables may not be recorded.

Referring to FIG. 7, we will supplement the notification of the estimated arrival time that has changed. FIG. 7(a) shows the initial scheduled arrival time at the time of departure from the departure point.
・Initial scheduled arrival time "10:00"
Therefore, there is no delay.

FIG. 7(b) shows the estimated arrival time at the start of sleep.
・Estimated arrival time at the start of sleep "10:05"
Therefore, the delay is 5 minutes. It may be assumed that the crew members are aware of this delay time. Thereafter, the itinerary monitoring unit 34 repeatedly calculates the estimated arrival time during sleep.

FIG. 7(c) shows the estimated arrival time during sleep, which is calculated after the traffic jam occurs.
・Estimated arrival time while sleeping: ``10:30''
Therefore, the delay is 30 minutes. Since the scheduled arrival time at the start of sleep is 10:05 and the current scheduled arrival time is 10:30, the itinerary monitoring unit 34 determines that there has been a change of 25 minutes during sleep. Since this variation is greater than the threshold value, the journey monitoring unit 34 records the variation factor "occurrence of accident and congestion."

FIG. 7(d) shows the estimated arrival time at the time of awakening.
・Estimated arrival time upon awakening “10:30”
Therefore, the delay is 30 minutes. Since the scheduled arrival time at the start of sleep is 10:05 and the current scheduled arrival time is 10:30, the itinerary monitoring unit 34 determines that there has been a change of 25 minutes. Since this variation is greater than or equal to the threshold value, the stroke monitoring unit 34 notifies the occupant of the cause of the variation and the time of the variation via the notification unit 37.

FIG. 8 is an example of a message that the notification unit 37 displays on the display. The message in FIG. 8 includes a change in estimated time of arrival during sleep 311, a current estimated time of arrival 313, and a change factor 312. That is, the current estimated arrival time 313 and the change factor 312 are displayed together with the fact that the time has changed. As a result, even if the passenger falls asleep during the journey and does not notice that the estimated time of arrival at the destination has changed due to a change in the situation, the passenger can grasp the current situation when he/she wakes up. Note that the notification unit 37 may output the message as a sound from the speaker 22.

Note that when the notification unit 37 displays an image outside the vehicle during traffic congestion on the display 21, the sense of satisfaction and security of the occupants increases. The camera 52 is not limited to one still image, but may take multiple still images, or may record a video of the surroundings during sleep. Furthermore, if the cause of the traffic jam is an accident, it would be a good idea to display a map showing the location of the accident and the length of the traffic jam passed through. These can be received from external devices.

Further, in the present embodiment, the estimated arrival time or changes in the estimated arrival time are monitored while the occupant is sleeping, but the route monitoring unit 34 does not monitor the estimated arrival time during sleep, and the estimated arrival time is monitored again when the occupant wakes up. The estimated time of arrival may also be calculated.

<Notification of delay using user schedule>
Next, with reference to FIGS. 9 and 10, notification of a delay using the user schedule will be described. The scheduled arrival time was delayed as the crew fell asleep during the flight. The schedule of each crew member is registered in the user schedule DB 39, but if the scheduled arrival time is past the start time of the next schedule based on the current time, it is convenient for the itinerary management system 30 to send a notification to the parties concerned that the crew will be late. be.

FIG. 9 schematically shows the user schedule stored in the user schedule DB 39. The user schedule is a schedule for each user. For example, the start time and end time of a schedule and the type of schedule are registered in a date on a calendar. For example, in the case of a conference, the name of the conference, attendees scheduled to attend, etc. are registered. In FIG. 9, there is a "regular meeting" starting at 10:00, and the attendees are "a@sample.com and b@sample.com".

Note that such a user schedule is synchronized with the user schedule DB 39 on the vehicle side when the user logs into the schedule management server from the in-vehicle system 100. Alternatively, the user schedule can be received from the information processing terminal by communicating between the information processing terminal carried by the user and the itinerary management system 30 via near field communication. In addition, in FIG. 9, although the in-vehicle system 100 has the user schedule DB 39, it is sufficient that the itinerary management system 30 can receive only the schedule for the current day.

The delay occurrence transmitter 38 acquires the determination result in step S4 in FIG. 6 from the process monitor 34. That is, if the difference between the scheduled arrival time at the start of sleep and the scheduled arrival time recorded during sleep is greater than or equal to the threshold, the latest scheduled arrival time can be acquired. For example, assume that the estimated arrival time calculated during sleep is 10:30.

In this case, the delay occurrence transmitter 38 acquires the crew's schedule for that day from the user schedule DB 39, and detects the next schedule whose estimated arrival time passes the start time after the current time. Assuming that the regular meeting starts at 10:00, 10:30, which is the expected arrival time during sleep, is past the regular meeting start time. In this case, the delay occurrence sending unit 38 can send an e-mail or the like to the scheduled attendees registered in the next schedule to inform them that the event will be delayed.

Sleeping crew members do not notice that they are about to be late for their schedule, but in this embodiment, by automatically sending a notification that they will be late, they are notified of the fact that they will be late to the meeting before the meeting starts. can.

Note that the delay occurrence sending unit 38 may send an e-mail or the like to those scheduled to attend who are registered in the next schedule not only during sleep but also when awake. It is possible to reduce the effort required for the crew member to designate a user himself and send an e-mail or the like.

Further, the delay occurrence transmitting unit 38 may not automatically notify those scheduled to attend the meeting that they will be late without informing the sleeping occupant, but may send the notification after the occupant gives permission. In this case, the delay occurrence transmitter 38 wakes up the sleeping occupant. For example, it may play the alarm sound of an alarm clock, vibrate the seat, or illuminate the occupant's face. The delay occurrence transmitter 38 outputs to the display 21 and speaker 22 a message that the user is likely to be late for the meeting.

FIG. 10 shows an example of a message displayed on the display indicating that the user is likely to be late for the meeting. In FIG. 10, an estimated arrival time 321 that changed during sleep, a change factor 322, a conference start time 323, and a list of attendees 324 are displayed. By selecting attendees and pressing the send button 325, the crew member can send e-mail or the like to the users (related parties) registered in the next schedule to the effect that they will be late.

In this way, by sending the message after the crew member gives permission, it is possible to prevent, for example, from sending a message to attendees of a canceled meeting that they will be late. Also, you can only send notifications to users that you will be late.

<Main effects>
As explained above, according to the present embodiment, even if a passenger falls asleep in a moving vehicle and does not notice that the estimated time of arrival has changed due to a change in the situation, when the passenger wakes up, the estimated time of arrival will be changed. You can understand changes and estimated arrival time.

<Other application examples>
Although the best mode for carrying out the present invention has been described above using examples, the present invention is not limited to these examples in any way, and various modifications can be made without departing from the gist of the present invention. and substitutions can be added.

For example, although the present embodiment mainly describes the case where the scheduled arrival time is delayed, the present embodiment can also be applied when the scheduled arrival time is earlier. Such a situation may occur, for example, if a traffic jam is cleared early.

Furthermore, in the present embodiment, a case has been described in which the display 21 installed in the seat of the vehicle displays the estimated arrival time that fluctuates during sleep, but even if each passenger's information processing terminal displays the estimated arrival time. good.

Further, each occupant's information processing terminal includes an information transmission interface 20, an occupant monitoring device 10, and a navigation device 15, and the information processing terminal may be the in-vehicle system 100. That is, it is also possible for the information processing terminal carried by each passenger to perform the processing described in this embodiment.

In addition, in this embodiment, the estimated arrival time is calculated from the deviation of the actual transit time with respect to the itinerary information, but the estimated arrival time is determined by the itinerary management system 30 using the linked travel time provided by VICS (registered trademark) etc. You may also calculate by integrating the link.

Furthermore, the configuration example shown in FIG. 4 is divided according to main functions in order to facilitate understanding of the processing of the process management system 30. The present invention is not limited by the method of dividing the processing units or the names thereof. Further, the processing of the process management system 30 can be divided into more processing units depending on the processing content. Furthermore, one processing unit can be divided to include more processing.

8 Vehicle 10 Occupant monitoring device 20 Information transmission interface 21 Display 22 Speaker 30 Journey management system 100 In-vehicle system 200 Autonomous driving system

Claims (10)

An itinerary management system capable of calculating the estimated time of arrival at a destination of a mobile object at least at the time of departure, the system comprising:
a sleep detection unit that detects that the occupant has started sleeping;
a journey monitoring unit that, when the sleep detection unit detects that the occupant has started sleeping, records the estimated arrival time that was last known before the occupant started sleeping;
The journey monitoring unit calculates the estimated arrival time at least once during the sleep of the crew member ,
an awakening detection unit that detects that the occupant is awake;
When the awakening detection unit detects the occupant's awakening , the last time the occupant starts sleeping is determined based on the difference between the recorded scheduled arrival time and the estimated arrival time calculated during sleep. a notification unit that notifies the occupant that the estimated arrival time that was known during the occupant's sleep has changed;
A process management system characterized by having. The journey monitoring unit monitors changes in the scheduled arrival time during sleep when the sleep detection unit detects that the occupant has started sleeping;
2. The notification unit notifies the occupant that the estimated arrival time has changed while the occupant is sleeping, when the awakening detection unit detects the occupant's awakening. Process management system. If the estimated arrival time changes while the crew member is sleeping, the vehicle includes a communication device that receives a change factor from the outside,
Itinerary management according to claim 2, characterized in that, when the wakefulness detection unit detects wakefulness of the passenger, the notification unit notifies the passenger that the estimated arrival time has changed and the cause of the change. system. recording an image of the surroundings of the moving body in association with the variation factor;
4. The journey management system according to claim 3, wherein the notification section notifies the occupant of the variable factor and displays the image when the wakefulness detection section detects wakefulness of the occupant. When the sleep detection unit detects that the occupant has started sleeping, the journey monitoring unit records the current first scheduled arrival time;
Repeatedly calculating the estimated arrival time while the crew member is sleeping,
If the difference between the second scheduled arrival time at the time of awakening at which the awakening detection unit detects the occupant's awakening and the first scheduled arrival time is equal to or greater than a threshold, the notification unit may notify that the scheduled arrival time has changed. 4. The journey management system according to claim 3, further comprising the step of notifying the passenger of the variable factor at the same time. The itinerary management system according to claim 5, wherein the notification unit notifies the passenger of the second estimated arrival time. If the scheduled arrival time changes while the crew member is sleeping, refer to the crew member's schedule, and if the scheduled arrival time passes the start time of the crew member's next schedule,
The itinerary management system according to any one of claims 1 to 6, characterized in that a user registered in the next schedule is notified that the user will be late. If the scheduled arrival time changes while the crew member is sleeping, refer to the crew member's schedule, and if the scheduled arrival time passes the start time of the crew member's next schedule,
8. The itinerary management system according to claim 7, wherein a message is displayed to accept whether or not to notify the users registered in the next schedule that they will be late. An estimated time of arrival monitoring method performed by a journey management system capable of calculating the estimated time of arrival at a destination of a mobile object at least at the time of departure, the method comprising:
a step in which the sleep detection unit detects that the occupant has started sleeping;
When the sleep detection unit detects that the occupant has started sleeping, the journey monitoring unit records the estimated arrival time that was last known before the occupant started sleeping;
The journey monitoring unit calculates the estimated arrival time at least once while the crew member is sleeping ;
a step in which the wakefulness detection unit detects that the occupant has woken up;
When the awakening detection unit detects the occupant's awakening , the last time the occupant starts sleeping is determined based on the difference between the recorded scheduled arrival time and the estimated arrival time calculated during sleep. a step in which the notification unit notifies the occupant that the estimated arrival time that was known during the occupant's sleep has changed;
A method for monitoring an estimated arrival time, comprising: An information processing terminal capable of calculating the estimated time of arrival at the destination of a mobile object at least at the time of departure ,
a sleep detection unit that detects that the occupant has started sleeping;
When the sleep detection unit detects that the crew member has started sleeping, the sleep detection unit functions as a journey monitoring unit that records the estimated arrival time that was last known before the crew member started sleeping;
The journey monitoring unit calculates the estimated arrival time at least once during the sleep of the crew member ,
an awakening detection unit that detects that the occupant is awake;
When the awakening detection unit detects the occupant's awakening , the last time the occupant starts sleeping is determined based on the difference between the recorded scheduled arrival time and the estimated arrival time calculated during sleep. a notification unit that notifies the occupant that the estimated arrival time that was known during the occupant's sleep has changed;
A program to function as

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