JPH04239999A - Driving controlling system for automobile - Google Patents

Abstract

PURPOSE:To automatically control to compulsorily make a driver take a rest at the time of the continuation of specified time of driving so as to prevent a dozing accident by long distance driving. CONSTITUTION:Running time Ta and rest time Tb are previously set by an operation part 2, which are time-controlled by a timer 3 and a control unit 1 for driving control in accordance with a running state. The driver is compulsorily made to take a rest by disabling driving a car by executing a key-off-lock within scheduled rest time and the shift-lock of a transmission or the like at the time of arriving at a prearranged rest place.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving management system for an automobile that manages the driving state (driving and parked/stopped state) of the vehicle in consideration of the driver's fatigue level.

0002

2. Description of the Related Art When a car is driven for a long period of time without rest, as seen in the case of long-distance truck accidents, for example, the driver becomes tired and falls asleep, making the driver more likely to cause an accident. Conventional technology to prevent this is, for example, a timer that detects the time of the day when there are statistically more accidents caused by falling asleep, and then opens and closes the window glass and sounds a buzzer to prevent accidents. (Utility Model Application Publication No. 2-18125) or, for example, detects the operation of the accelerator, operates a driving time counter, rest time counter, etc. based on the output, and only when the driver has driven continuously for a predetermined period of time or more. A system that instructs people to take a break by notifying them of the continuous driving time.
1-155978).

0003

[Problem to be Solved by the Invention] However, the former conventional technology only operates during a specific time of the day, and is not effective in preventing accidents during falling asleep at other times of the day. Since it is not possible to specifically determine the driver's level of fatigue, there is a problem in which windows may be opened unnecessarily or an alarm may be issued when the driver starts driving late at night, causing discomfort to the driver. be.

Furthermore, in the case of the latter prior art, the actual accelerator operation time is counted to measure the continuous driving time, and the accumulated driving time is notified accordingly. The driver can self-manage his/her driving time by taking breaks at appropriate places, and the above-mentioned problem of the former prior art can be solved to a certain extent.

[0005] However, since the conventional technology simply reports the continuous driving time, it is not known whether the driver will actually take a break, and some drivers may continue driving for a long time. It is also possible that the driver does not take a break even though the driver is present, and there is a problem in that it cannot be expected to be directly effective in preventing accidents caused by falling asleep.

[0006]

[Means for Solving the Problems] The inventions recited in claims 1 to 3 of the present application have been made for the purpose of solving the above problems, and are each constructed as follows. .

(1) Structure of the invention as claimed in claim 1 The vehicle driving management system as claimed in claim 1 includes a first setting means for presetting the traveling time or traveling distance to be continuously driven. a second setting means for presetting a break time to be taken after the travel time or distance set by the first setting means has elapsed; and a measurement device for measuring the actual travel time or distance of the vehicle. means, and when the measuring means measures the elapsed running time or distance set in advance by the first setting means, the measuring means measures the running time or distance set in advance by the second setting means during the break time set in advance by the second setting means. The vehicle is configured to include a driving prohibition means that makes it impossible to drive the vehicle.

(2) Structure of the invention according to claim 2 The automobile driving management system according to the invention according to claim 2 has the basic configuration of the automobile driving management system according to the invention according to claim 1. The break time set by the second setting means in the configuration is characterized in that it cannot be changed except within a predetermined reset time.

(3) Structure of the invention according to claim 3 The automobile driving management system according to the invention according to claim 3 has the basic configuration of the automobile driving management system according to the invention according to claim 1 or 2, The basic configuration is characterized in that the break time preset by the second setting means can be changed a predetermined number of times.

0010

[Function] As a result of each of the above-mentioned configurations, the invention according to claims 1 to 3 of the present application has the following functions corresponding to each of the configurations.

(1) Effect of the invention set forth in claim 1 In the automobile driving management system according to the invention set forth in claim 1, first, the driving time or duration to be continuously traveled is determined by the first setting means and the second setting means. The travel distance is set in advance and the rest time to be taken after the travel time or travel distance set by the first setting means is set in advance, and when the vehicle starts traveling next, the measuring means The actual running time or distance of the vehicle is measured. When the measuring means actually measures the elapsed travel time or distance set in advance by the first setting means, the driving prohibition means is automatically activated and the driving prohibition means is activated. Control is performed so that the vehicle cannot be driven during the preset break time.

(2) Effect of the invention claimed in claim 2 The automobile driving management system of the invention claimed in claim 2, in addition to the same effect as the invention claimed in claim 1 by its basic components, also has the second feature. Because the break time set by the setting means cannot be changed except within the predetermined resetting time, for example, if a suitable rest spot cannot be found or due to road congestion, etc. The driver will not be able to arbitrarily change the rest time except during a predetermined time period when a predetermined exceptional condition is determined, such as not being able to reach the intended rest place at the time of the driver.

[0013] As a result, it becomes possible to more reliably ensure that the user takes the scheduled break time.

(3) Effect of the invention as claimed in claim 3 In addition to the effect of the invention as claimed in claim 1 or 2 on the basis of its basic components, the automobile driving management system of the invention as claimed in claim 3 also has the function of the invention as claimed in claim 3. Because the break time set by the setting means 2 can only be changed a predetermined number of times,
If you change your schedule a predetermined number of times due to special circumstances such as not being able to find the above-mentioned resting place, you will no longer be able to change it after that, and you will be forced to take a break after that.

[0015]

[Effect of the Invention] Therefore, according to the inventions recited in claims 1 to 3 of the present application, in any of the above cases, if the vehicle travels for a preset travel time or travel distance, it will be possible to achieve the preset schedule. You will not be able to drive your vehicle during the break period.
Inevitably, you will have to take a break. As a result, the driver's fatigue is relieved, which can contribute to the prevention of traffic accidents caused by drowsy driving.

[0016]

Embodiments (1) First Embodiment FIGS. 1 and 2 show the configuration and operation of an automobile driving management system (apparatus) according to a first embodiment of the present invention.

First, FIG. 1 shows the system configuration of the apparatus, and reference numeral 1 in the figure is a driving management control unit for managing the driving of an automobile, which is formed by a microcomputer. The control unit 1 for operation management includes, for example, a timer 3 for time and time management, and a speaker 4, a display 5, and a transmission, which will be described later, according to the control contents set and instructed by the operating unit 2 for operation management. The shift lock section 9, key cylinder control unit 6, etc. are specifically controlled to manage driving and rest periods according to the fatigue level of the driver. Details of the control function are shown in the flowchart of FIG. Further, the key cylinder control unit 6 is connected to the operation management control unit 1, and an engine key switch control signal can be transmitted and received between the key cylinder control unit 6 and the key cylinder control unit 6. Reference numeral 10 is a shift lock section that locks/unlocks the shift operation of the transmission, and when a shift lock signal is supplied from the operation management control unit 1 to the shift lock section 10, the transmission is activated. It becomes impossible to change gears.

Next, the control operation of the operation management control unit 1 will be explained in detail with reference to the flowchart shown in FIG.

That is, first, when the engine key is turned ON (IG: ON) at the start of driving the vehicle, the driving management control unit 1 is activated (step S1). Therefore, a question to the driver is displayed on the display 5, and the speaker 4 is used to transmit a voice to confirm whether or not the driver will drive a long distance from the destination he or she is about to go to. (Step S
2).

As a result, if the driver answers NO by operating the answer button on the operation unit 2, it is determined that the break management control is not necessary and the control is ended (END). On the other hand, if the above answer is YES, then a sleep time selection set (input) is performed (step S3).
. The driver determines his/her own sleep time t1 up to the present time and sets (inputs) the sleep time using the operation unit 2.
do. The operation buttons of the operation unit 2 are, for example, No. 1 to No. 4.
Consists of buttons, No. 1 (0-2 hour set), No. 2
(2-4 hour set), No.3 (6-8 hour set),
It is No. 4 (set for 8 hours or more).

[0021] When any one of the four sleep time periods t1 is set, the operation management control unit 1
is the built-in drowsiness level map (a) with the characteristics shown in Figure 3 (a).
The driver's fatigue level (drowsiness level) is determined based on the following.

[0022] When the sleep time selection set is completed, it is further confirmed whether or not alcohol has been consumed in the same manner as in step S2 (step S4).
If the answer is that the person is not taking it (NO), it is further confirmed whether or not he or she is taking cold medicine that affects sleepiness (step S6).

On the other hand, if the answer is YES that the user is drinking alcohol, then the elapsed time t2 from the time the user drank alcohol to the present is input (step S5). The elapsed time t2 is also input using operation button No. 1 of the operation section 2.
- Perform the operation in No. 4. For example, No1 (0 to 4
time), No. 2 (4-6 hours), No. 3 (6-8 hours)
, No. 4 (more than 8 hours). When the input is made, the operation management control unit 1
(b) in Figure 3 with the input time as a parameter.
The amount of alcohol in the body (in the blood) is determined based on the residual alcohol amount map (b) in the body having the characteristics shown in FIG.

[0024] If there is a YES answer in the determination of taking cold medicine in step S6, then the elapsed time t3 after taking the cold medicine is determined by pressing operation button No. 1 of the operation unit 2 in the same way as in each case described above. - No.4 buttons are used to input into the operation management control unit 1 (step S7). In this case, the time divisions are No. 1 (0 to 2 hours), No. 2 (
2 to 3 hours), No. 3 (3 to 7 hours), and No. 4 (8 hours or more). When the elapsed time t3 is input,
The driving management control unit 1 uses the input elapsed time as a parameter to determine the corresponding drowsiness level from the drowsiness level map having the characteristic shown in FIG. 3(c).

Next, as described above, the fatigue level corresponding to the sleeping time t1, the amount of alcohol in the body (%) corresponding to the elapsed time t2 after drinking alcohol, and the elapsed time t after taking cold medicine
When all the sleepiness level determinations corresponding to step 3 are completed, the driving management control unit 1 makes a final determination of the driver's current physical condition (total fatigue level) based on the data (
Step S8).

Next, using the map shown in FIG. 3(d) based on the magnitude (1 to 8) of the total fatigue level that defines the physical condition of the driver, a predetermined safe driving method is determined according to the value of the total fatigue level. The time Ta and the break time Tb to be taken after the running time Ta are automatically set, memorized, and displayed on the display 5 (step S9). This results in
Furthermore, timer 3 is set.

[0027] Also, at this time, for example, in consideration of the possibility that a suitable resting place cannot be found at the start of the scheduled resting time, a reset time of 10 minutes is added in advance.

Next, the start of running of the vehicle is determined (step S10), and when the start of running of the vehicle is confirmed (YES), the timer 3 starts counting the running time Ta (
Step S11). As a result, the vehicle continues to run normally.

[0029] Then, as the vehicle continues to run, the running time elapses, and soon the scheduled break time Tb starts at 3
When the clock reaches 0 minutes, the speaker 4 is activated to say "30 minutes left".
"It's time for a break in minutes" and displays the same message on the display 5 (step S
12).

[0030] After that, when further time passes and it becomes 10 minutes before the scheduled break time start time (resettable time), an audio warning (
Speaker 4 drive) and display display for 15 seconds (
Step S13). As a result, the driver can confirm once again that it is almost time for a break, and at the same time, if a suitable rest place cannot be found, the driver can make the next reset.

[0031] After that, when further time passes and it becomes 6 minutes before the scheduled break time start time (resettable time), an audio warning (speaker 4 drive) to the effect that it is 6 minutes before the scheduled break time is issued. The display is displayed for 30 seconds, which is longer than in the above case (step S14).

[0032] After that, when further time passes and it becomes 3 minutes before the scheduled break time start time (resettable time), an audio warning (speaker 4 drive) to the effect that it is 3 minutes before the scheduled break time is issued. The display is displayed continuously (step S15). As a result, the driver is psychologically forced to find a designated drive-in and take a break.

When the engine arrives at the drive-in and the engine key is removed from the key cylinder, a key-off signal is input from the key cylinder control unit 6 to the operation management control unit 1. The operation management control unit 1 determines whether to stop the engine based on the input of the signal (step S16),
When YES (engine stop), a key lock signal is sent to the key cylinder control unit 6, making it impossible to turn the engine key and making it impossible to restart the engine within the set break time Tb. (Step S17). On the other hand, when the NO engine is to be rested without stopping, a shift lock signal is sent to the shift lock section 9 of the transmission to control the transmission so that the shift operation is disabled (step S18). These two lock controls are reliably continued within the automatically preset break time Tb.

In the above case, if the driver still does not take a break, the driving and rest time can be reset only three times under the following conditions.

[0035] Reset time The running/rest time can be reset once in 6 to 10 minutes.

[0036] Resetting time The running/resting time can be reset once every 3 to 6 minutes.

[0037] Reset time The running/rest time can be reset once in 0 to 3 minutes.

Therefore, according to this configuration, when the predetermined running time ta, which is the fatigue limit set in consideration of various conditions, has elapsed, the break time Tb, which is sufficient for fatigue recovery, is always forced.
This makes it possible to reliably prevent drowsy driving and enable safe driving.

(2) Second Embodiment Next, FIGS. 4 to 6 show an automobile driving management system according to a second embodiment of the present invention.

First, FIG. 4 shows the system configuration of the apparatus of this embodiment, and the reference numeral 1 in the figure is a driving management control unit for managing the driving of a vehicle similar to that of the first embodiment. It is formed by a microcomputer. The control unit 1 for operation management includes, for example, a timer 3 for time and time management, and controls specific settings such as a speaker, a display, a key cylinder control unit, etc., which will be described later, according to the control contents instructed by the operation unit 2. control and manage breaks according to the driver's fatigue level. Details of the control function are shown in the flowchart of FIG. The operation management control unit 1 also includes a key cylinder control unit 6.
is connected to the key cylinder control unit 6, so that engine key switch control signals can be sent and received to and from the key cylinder control unit 6. Further, reference numeral 10 is a shift lock section that controls locking/unlocking of the shift operation of the transmission, and when a shift lock signal is supplied from the operation management control unit 1 to the shift lock section 10, the transmission is activated. It becomes impossible to shift gears.

On the other hand, reference numeral 7 is a navigation device using, for example, a GPS satellite (artificial navigation satellite) 8, and in this embodiment, the navigation device 7 is used to obtain information such as travel distance to a destination, rest areas, traffic congestion information, etc. The system uses this information to estimate the optimal driving route, driving time, appropriate resting places, and resting times.

FIG. 5 shows the system structure of the vehicle navigation device 7 in the same embodiment. Reference numeral 10 indicates a main controller (navigation control unit) that forms the center of the control section. , central information processing unit (CPU), and read-only memory (ROM) containing control programs.
), random access that stores various control data at any time.
Memory (RAM), various external devices described later and the above CPU
It consists of an interface circuit, etc. that inputs and outputs data to and from the computer.

The external device that is combined with the main controller 10 is, first, a CD-RO that stores travel guide information in the form of a map in a plurality of sheets and at a plurality of scales.
A CD-ROM driver 12 consisting of, for example, an in-vehicle CD player, is used to read out the map information from a compact disk type read-only memory (M), setting, changing, and resetting destinations, changing optimal routes, and expanding map contents ( a navigation operation unit (function switch unit) 16 that performs various operations such as display (details) or reduction (wide area); a vehicle position recognition device 11 that detects the current vehicle position Pn (Xn, Yn); and the main controller 10. A display section 17 consisting of, for example, a color liquid crystal display of a meter cluster section inputs an image signal output from the CPU and displays it on the screen, a traffic information receiving device (not shown) that receives road traffic information such as traffic jams, etc. It is provided.

[0044] The CD-ROM driver 12
- Drives the ROM, and retrieves information on a desired area from among map information for all of Japan stored in the CD-ROM, for example, according to a specified address (specified by longitude X and latitude Y). The output is sent to the CPU of the main controller 10 via a decoder and an interface circuit (not shown).
Enter. The read information is temporarily stored in the above-mentioned RAM. The output of the CD-ROM driver 12 decoded via the decoder is of course the output of a normal in-vehicle audio device (AMP, equalizer,
It is also output to the speaker (speaker, etc.) side as necessary.

The above-mentioned CD-ROM stores, for example, about 30,000 color still images of map information.For example, in the case of this embodiment, there are at least two general scales (normal/ (enlarged) is available. In the case of enlarging, the enlargement (details) switch, which will be described later, of the above-mentioned operation section 6 is pressed multiple times to sequentially enlarge the image to a predetermined level. The map information stored in the CD-ROM also includes data on rest areas such as drive-ins on each road.

Next, the operation section 16 is constructed of, for example, a screen touch type, and includes (1) menu, (2) information, (3) reset, (4) enlargement (details), and (5) Reduce (
Various operation switches such as (wide area) and (6) correction are provided. The ON output of each operation switch is encoded by an encoder (not shown) and then input to the CPU of the main controller 10 via an interface circuit. Then, the CPU performs a predetermined calculation (program processing) in response to the input from the operation switch, operates the display control circuit for driving the display section 17, and displays an image corresponding to the contents of the command. It has become.

Furthermore, in the case of this embodiment, the own vehicle position recognition device 11 that recognizes the current position of the own vehicle uses the so-called dead reckoning navigation method of the geomagnetism detection method and the gas inertia detection method, as shown in FIG. 1. Second own vehicle position recognition means;
It is constructed by combining three different vehicle position recognition means, including a third vehicle position recognition means using GPS satellite navigation, and each output is sent to the main controller 10.
The data is selectively input into the CPU via a switching circuit on the side.

First, the first vehicle position recognition means includes a geomagnetic sensor 15 that detects the geomagnetism, such as a flux gate, as shown in FIG. :JIS) and a wheel speed sensor (not shown) that detects the speed of the vehicle (JIS), and detects the traveling direction (azimuth θ) of the vehicle and the relative distance from a predetermined reference point Po (Xo, Yo) based on the outputs from these two sensors. and an output signal processing circuit (not shown) for recognizing the current position Pn (Xn, Yn) of.

In other words, if at least the accurate running distance l and running direction θ of the vehicle are known, the relative positional relationship between the two points from a certain point a1 to a certain point an can be easily known. A certain point a1 is known (set at start)
If the starting point Pstart=Po(Xo, Yo), then the position an of the vehicle in motion can be known.

Next, as shown in the figure, the second vehicle position recognition means uses a bridge method to detect changes in the hot wire resistance value on the sensor side caused by changes in the flow of helium gas depending on the inertia of the vehicle body. The gas rate gyrocator 14, which determines changes in the running direction of the vehicle, is used as a direction sensor, and its output is used to determine the vehicle position in relation to the distance traveled in the same manner as in the first vehicle position recognition means. It is designed to detect.

[0051] Furthermore, the third own vehicle position recognition means is, for example, based on the global positioning satellite system (GPSS) as described above.
), for example, a main control station on the ground that transmits radio waves from a ground station antenna, and at least four (preferably 18) artificial navigation satellites that each receive the transmitted radio waves from the ground station antenna. (GPS satellite) and the radio waves transmitted from each of these satellites, calculate the positioning error coefficient GDOP value indicating the degree of positioning error of the radio wave, and
A ground station system equipped with a monitor station that superimposes the P value on the radio waves transmitted from the ground station antenna, and a GPS reception system that is mounted on each vehicle and receives each radio wave transmitted from the four GPS navigation satellites. and a satellite navigation system side signal processing circuit that absolutely detects the current position Pn between the four satellites and the vehicle based on the mutual reception timing of each satellite radio wave received by the GPS receiver 13. and positioning error coefficient determining means (circuit) for specifically determining the level of the positioning error coefficient GDOP value of the satellite radio wave. The positioning error coefficient determining means (circuit) determines that when the GDOP value included in the entire radio waves received by the GPS receiver 13 is less than a predetermined value due to poor satellite alignment,
Also, when the strength of the radio wave (field strength) itself is less than a predetermined value (for example, when the radio wave cannot be received when the vehicle is driving in a tunnel, etc.), a positioning error determination signal is output. The positioning error determination signal is output in four stages, for example, 0, 1, 2, and 3, depending on the degree of the positioning error (the smaller the numerical value of the positioning error determination signal, the smaller the positioning error is). It is shown that).

For example, when the positioning error coefficient determining means does not output the determination values 2 and 3 of the positioning error determination signal, the switching circuit on the main controller 10 side selects the satellite-based third vehicle position recognition means ( On the other hand, when the positioning error judgment value 2 and 3 signals are output (large error), the first and second vehicle position recognition means of the direction detection type (dead reckoning navigation system) are selected. Then, the current vehicle position signal of the vehicle detected based on these signals is input to the CPU of the main controller 10.

Next, the control operation of the operation management control unit 1 will be explained in detail with reference to the flowchart shown in FIG.

[0054] First, when the engine key is turned ON (IG: ON) at the start of driving the vehicle, the driving management control unit 1 is activated (step S1). Therefore, the next step is to confirm whether or not you will be driving long distances from the destination you are about to go to (
(audio and display) (step S2). As a result, if no long-distance operation is to be performed, the control is ended (end).

On the other hand, if the driver answers YES to the intention of driving a long distance, the driver first uses the navigation device 7 to set the destination he or she is about to go to (
Step S3).

[0056] Next, data from the current location corresponding to the set destination is inputted from the navigation device 7 (■ travel distance to the destination, ■ rest areas, ■ traffic jam information, etc.) (step S4). After calculating (estimating) the optimal route to be traveled, rest points along the route, travel time to the destination, rest time, etc., the optimal route and other calculated data are displayed on the above-mentioned display 5 (step S5).
. The display on the display 5 is made in the following concrete form, for example.

(Display example)...For the Chugoku region (departing from Hiroshima) (1) Route: Via National Route 2 Rest point: 1 (location)
Overall driving time: 3 hours (2) Route: via National Route 4 Rest point: 1 (location)
Total travel time: 2 hours (3) Route: via Old National Route 2 Rest point: 1 (position) Total travel time: 2 hours (1) 1.5 hours of driving → 20 minutes of rest → 1.5 hours of driving (
(2) 1 hour of driving → 10 minutes of rest → 1 hour of driving (arrival at destination) (3) 1 hour and 10 minutes of driving → 10 minutes of rest → 50 minutes of driving (arrival at destination) Next, the driver The user looks at the displayed content and selects and inputs a desired course (any one of the display examples (1) to (3) above) using the operation unit 2 (step S6). As a result, the travel time and rest time from the current location to the destination are determined, and the timer control starts from that point. At the same time, the vehicle starts running.

Next, as the vehicle continues to travel toward its destination in the manner described above, it soon approaches the scheduled rest time. Then, first 30 minutes before the scheduled break time, the facts about 30 minutes before the break are displayed on the display 5.
At the same time, the speaker 4 issues an audible warning to the driver (step S7).

[0059] After 20 minutes of continued driving and 10 minutes before the scheduled break time, the driver continues driving for 15 seconds in the same manner as in step S7 to indicate that it is 10 minutes before the break time. (Step S8)
.

Next, on top of that, the navigation device 7
The system determines whether or not it is possible to reach the rest area based on the distance between the current location and the planned rest area, as well as traffic information (
Step S9). As a result, if the determination is YES that it is possible to arrive at the rest spot as planned, the display 5 (and speaker 4) displays that it is possible to arrive as scheduled (step S10), while if the determination is NO that it is not possible to arrive at the rest spot as planned. In step S11, the setting mode is changed to issue a warning on the display 5 (and speaker 4) to the effect that the arrival time will not be as scheduled, and to extend the scheduled break time by 10 minutes (step S11).
). The additional time of 10 minutes is estimated by the navigation device 7 based on the relationship between the current location and the rest area and taking into account traffic information and the like.

[0061] After that, when the running continues for another 4 minutes or 14 minutes and it is 6 minutes before the scheduled break time,
The driver is warned that it is 6 minutes before the break time for 30 seconds in the same manner as in steps S7 and S8 (step S12).

Next, on top of that, the navigation device 7
Based on the distance between the current position and the scheduled rest spot, and the traffic jam information, it is determined whether the vehicle can arrive at the rest spot on time (step S13). As a result, if the determination is YES that it is possible to arrive at the rest area as scheduled, the display (and speaker 4) displays the fact that it is possible to arrive as scheduled (step S14), while if the determination is NO that it is not possible to arrive at the rest area as scheduled. To do this, the display 5 (and speaker 4) issues a warning that the driver will not be able to arrive as scheduled, and the setting mode is changed to extend the scheduled break time by 5 minutes, for example.
Step S15). The additional time of 5 minutes is estimated by the navigation device 7 from the relationship between the current position and the rest area.

Next, if the running continues for 3 minutes or 8 minutes and it is 3 minutes before the scheduled break time, the break 3
The driver is continuously warned that the time is before the break time in the same manner as steps S7, S8, and S12 (step S16).

Next, when the 3 minutes have passed, the navigation device 7 compares the current position with the scheduled rest location to determine whether or not you have actually arrived at the scheduled rest location. Determination is made (step S17).

As a result, if the determination is YES, first a warning is given (via the speaker 4 or display 5) that the break will begin as scheduled (step S18), and then,
Confirmation (audio or display) whether it is okay to stop the car
(Step S20). When the result is YES, it is further confirmed whether or not to stop the engine (step S21), and when YES, the rotation of the key cylinder is locked (step S22), thereby making operation impossible. On the other hand, if you wish to take a break with the engine running (NO), the transmission is shifted to lock (step S23) while the engine is running, making it impossible to drive the vehicle. Encourage students to take scheduled breaks. As a result, the driver's fatigue caused by long-distance driving is relieved, and subsequent drowsy driving is reliably prevented.

On the other hand, if the determination in step S17 is NO that the scheduled rest stop has not been reached, it is determined whether or not to change the mode to further extend the running time by 10 minutes, or to change the mode up to that point. Cancel (Step S)
19). In addition, if there is a NO judgment in the above step S20 that the vehicle should be left in a drivable state, the engine is stopped without locking the key OFF or shifting the transmission, etc., and the vehicle enters a rest period. The elapsed rest time is counted, and when the rest time is completed, a buzzer is sounded to notify the driver (step S24). Therefore, the driver can rest with peace of mind until the buzzer sounds.

[Brief explanation of the drawing]

FIG. 1 is a system block diagram of an automobile driving management system according to a first embodiment of the present invention.

FIG. 2 is a flowchart showing control details of the operation management system of the first embodiment.

FIG. 3 is a control map used in the control shown in FIG. 2 of the first embodiment.

FIG. 4 is a system block diagram of an automobile driving management system according to a second embodiment of the present invention.

FIG. 5 is a block diagram showing the configuration of a navigation device section of the driving management system according to the second embodiment.

FIG. 6 is a flowchart showing control details of the operation management system of the second embodiment.

[Explanation of symbols]

1 is a control unit for operation management, 2 is an operation unit, 3
is a timer, 4 is a speaker, 5 is a display, 6 is a key cylinder control unit, 7 is a navigation device, 9
is the shift lock section.

Claims (3)

[Claims] 1. A first setting means for presetting a running time or a running distance to be continuously traveled; and a rest time to be taken after the running time or running distance set by the first setting means has elapsed. a second setting means for presetting the actual traveling time or distance of the vehicle; and a measuring means for measuring the actual traveling time or distance of the vehicle; A driving management system for an automobile, comprising driving prohibition means for disabling the driving of the vehicle during a rest period preset by the second setting means when the elapsed distance traveled is measured. 2. The vehicle driving management system according to claim 1, wherein the break time set by the second setting means cannot be changed except within a predetermined reset time. 3. The vehicle driving management system according to claim 1, wherein the break time preset by the second setting means can be changed a predetermined number of times.