WO2023067994A1

WO2023067994A1 - Vehicle monitoring system

Info

Publication number: WO2023067994A1
Application number: PCT/JP2022/036041
Authority: WO
Inventors: 宗彦川本; 宏亮向後; 陽平真鍋
Original assignee: 矢崎総業株式会社
Priority date: 2021-10-18
Filing date: 2022-09-27
Publication date: 2023-04-27
Also published as: JP2023060595A

Abstract

When a delay is expected to occur in the operating state of a transport vehicle before the transport vehicle arrives at a destination, a delay detection unit (S14-S17) senses the delay. In the case of a delay due to an event for which a carrier side is not responsible, such as road traffic congestion, the cause of the delay is identified by a cause identification unit (S23, S24). In addition, a delay proof creation unit (S25) creates delay proof information that corresponds to the cause of the delay. In a manager's smartphone, a delay proof transmission unit (S27) automatically transmits the delay proof information to a smartphone such as of the owner of a corresponding package.

Description

vehicle monitoring system

The present disclosure relates to a vehicle monitoring system that can be used to monitor the transportation status of vehicles such as trucks that transport packages.

For companies such as transportation companies, it is necessary to appropriately manage the operation status of the transportation vehicles that transport customers' packages. Companies need to transport each package quickly, reliably, without damage, and safely. However, for example, if the driver of each vehicle performs reckless driving operations such as speeding or neglects safety confirmation, the possibility of traffic accidents etc. will increase, so highly reliable safety transportation conditions cannot be maintained.

Therefore, companies such as transportation companies use in-vehicle equipment such as operation recorders installed in each vehicle to record the actual operation status of each vehicle and manage it so that each driver can understand the operation status.

For example, the package delivery management system of Patent Document 1 shows a technology for grasping the delivery status by delivery workers (vehicle crews) in real time and promptly notifying customers (delivery destinations) of situations such as operational delays. . This parcel delivery management system includes a management server 11 for managing parcel delivery via a network 13, a mobile terminal 14 for inputting operation records of parcel delivery vehicles via the network 13, and parcel delivery via the network 13. A customer terminal 15 for receiving status and a consignor terminal 16 for registering a delivery destination for receiving the delivery status of a parcel in a management server 11 via a network are provided. The management server 11 transmits to the mobile terminal 14 a delivery instruction mail in which the URL of a Web page, which is a delivery instruction screen individually provided for each crew member, is set. The management server 11 accesses the page and inputs the operation record corresponding to this Web page, and when it is determined that the operation is delayed, the management server 11 distributes the operation delay information to the customer terminal 15.例文帳に追加

In addition, the product management system of Patent Document 2 shows a technique for ensuring that parts shipped individually from multiple shipping bases as a whole can reach the shipping destination.

In addition, the machine installation work management and operation system of Patent Document 3 strictly observes the machine installation time at each store, and centrally manages and operates the machine installation work so as to ensure promptness, efficiency, and accuracy. technology for Specifically, it receives the location information of the delivery company's mobile phone, converts it into actual location information, grasps the current location of the mobile phone from the location information, manages the scheduled time for machine installation work, Manage the actual time for the machine installation work transmitted from the mobile phone, compare the actual time with the scheduled time, detect that a delay has occurred if the difference is a predetermined amount or more, and detect the delay is detected, a delivery status management server is provided for notifying at least one of the mobile phone of the delivery company, the mobile phone of the business operator, and the terminal of the general center.

Japanese Patent Application Laid-Open No. 2003-128252 Japanese Patent Application Laid-Open No. 2004-217360 Japanese Patent Application Laid-Open No. 2006-232421

By the way, when a specific shipper requesting the transportation of a package makes a contract with a carrier, the content of the contract is determined so that the transportation cost will be reduced in the event of a delay in transportation caused by the responsibility of the carrier. (e.g. in certain countries). In addition, transportation insurance cannot cover reductions in transportation costs due to transportation delays.

In reality, there is a possibility of delays in transporting packages due to various reasons, but especially in developing countries and other foreign countries, transport delays often occur due to the attributes of individual drivers. In other words, there are many drivers who lack the concept of managing time as determined in advance while transporting cargo, so transportation delays are likely to occur. In other words, a delay occurs in the transport of the cargo due to the driver's personal slacking during work.

Therefore, it is important for companies such as shipping companies to manage so that cargo transportation delays do not occur due to each driver's slacking off. Therefore, it is necessary for managers in the company to accurately grasp the operation status of each driver, and to instruct drivers who tend to slack off to change their behavior.

However, even if there are no problems caused by individual drivers, such as slacking off, transportation delays occur due to various causes. For example, when natural congestion occurs due to the concentration of passing vehicles on a specific section of the road, or when traffic congestion occurs due to traffic accidents or road construction, vehicles are operated according to the planned time schedule of the transportation plan. It becomes difficult and delays the transportation of luggage.

On the other hand, if a transportation delay occurs, it is possible to distribute the operation delay information to the customer terminal by using the technology disclosed in Patent Document 1, for example. However, merely informing customers, such as shippers, of service delay information does not bring about any special merits on the carrier side. That is, in the event of a delay in transportation, even if the carrier is not responsible, it is not possible to prevent the reduction of the transportation cost received by the carrier.

The purpose of this disclosure is to provide a vehicle monitoring system that facilitates correct notification of the situation to shippers, etc., when an operation delay occurs even though the carrier is not responsible.

The above object of the present disclosure is achieved by the following configuration.

A vehicle monitoring system for monitoring the operational status of a transportation vehicle while it is moving in a specific section from a predetermined departure point to a predetermined destination point,
a delay detection unit that detects the delay when a delay is expected to occur in the operating state of the transportation vehicle;
a cause identification unit that identifies the cause of the delay detected by the delay detection unit;
a delay proof creation unit that creates delay proof information corresponding to the cause of the delay detected by the delay detection unit;
a delay proof transmission unit that transmits the delay proof information to a specific user terminal associated with the shipper of the delayed cargo;
vehicle monitoring system.

According to the vehicle monitoring system of the present disclosure, even if an operation delay occurs even though the carrier is not responsible, it is possible to correctly notify the shipper of the situation.

FIG. 1 is a block diagram showing a configuration example of a vehicle monitoring system according to an embodiment. FIG. 2 is a block diagram showing a functional configuration example of a smart phone for an administrator. FIG. 3 is a time chart showing examples of transportation plans and actual transportation states. FIG. 4 is a flow chart showing an operation example of the vehicle monitoring system. FIG. 5 is a time chart showing an operation example of the vehicle monitoring system. FIG. 6 is a front view showing a screen display example of a smart phone for an administrator. FIG. 7 is a front view showing a display example of a transportation status map.

A specific embodiment of the present disclosure will be described below with reference to each figure.

<Configuration of vehicle monitoring system>
FIG. 1 shows a configuration example of a vehicle monitoring system 100 according to this embodiment.
<Overview of the system>
As shown in FIG. 1, this vehicle monitoring system 100 includes an onboard device 10, an administrator terminal 30, an administrator smart phone 20, and a shipper smart phone 40. FIG. Of course, it is also possible to use a terminal other than a smart phone as long as it is a communicable terminal.

The vehicle-mounted device 10 is mounted on each transport vehicle such as a truck that delivers packages. The administrator terminal 30 is placed in an office of a company that monitors transportation vehicles. The smart phone 20 is owned by an in-house manager who manages the transportation vehicle. The smart phone 40 is a terminal owned by the shipper, and may be a communicable terminal other than the smart phone.

Since the vehicle-mounted device 10 has a wireless communication function, it can be connected to the Internet 62 via a predetermined wireless communication network 61 . The administrator terminal 30 also has a communication function, and can communicate with the vehicle-mounted device 10, the

smart phones

20 and 40, etc. via the Internet 62. FIG. Further, the smartphone 20 can also send an e-mail or the like to the smartphone 40 .

Therefore, the administrator in the company can use the administrator terminal 30 to monitor in real time the status of the monitored transport vehicle equipped with the vehicle-mounted device 10 . For example, by monitoring the current position of each transport vehicle and its changes, it is possible to grasp whether or not the transport state deviates significantly from the transport plan determined in advance.

Depending on the country, if there is an excessive delay in the transportation plan, the transportation costs that the carrier can receive from customers such as shippers may be reduced. In particular, if the transportation of the cargo is delayed due to mere slacking on the part of the driver, the transportation company is responsible for the delay, so it is difficult to avoid reducing the transportation cost.

On the other hand, if transportation delays occur for reasons unrelated to the responsibility of the transportation company, such as road congestion, it is possible to avoid reduction of transportation costs, but is the reason true? It is difficult to ascertain or prove, and generally no evidence remains.

The vehicle monitoring system 100 shown in FIG. 1 is equipped with a special function for facilitating the proof of the reason for the delay when the transportation is delayed for reasons unrelated to the responsibility of the carrier. there is

<Configuration of vehicle-mounted device 10>
The vehicle-mounted device 10 shown in FIG.

It should be noted that most of the above functions mounted on the vehicle-mounted device 10 can be realized by combining microcomputer hardware and software, or by using dedicated electronic circuits.

The vehicle stop detection unit 11 has a function of detecting whether the vehicle equipped with the vehicle-mounted device 10 is in a predetermined stopped state. Actually, the vehicle stop detection unit 11 detects the vehicle stop state based on the ignition (IGN) signal SG1 or the vehicle speed signal SG2 output from the vehicle. The vehicle stop detection signal SG3 output by the vehicle stop detection unit 11 also includes information indicating whether the ignition is turned on or off and the vehicle speed.

The current position detection unit 12 detects the current position of the vehicle equipped with the vehicle-mounted device 10 based on the time of radio waves received by a predetermined GPS (Global Positioning System) receiver from a plurality of GPS satellites. can be obtained by calculation.

The vehicle information notification unit 13 has a function of automatically transmitting operation information necessary for the manager terminal 30 to manage the own vehicle in real time. For example, the vehicle information notification unit 13 can acquire the current position P1, the ignition signal SG1, the vehicle speed signal SG2, the vehicle stop detection signal SG3, and the like output by the current position detection unit 12 and transmit them to the administrator terminal 30 sequentially. Information transmitted by the vehicle information notification unit 13 can be delivered to the administrator terminal 30 via the wireless communication module 14 , the wireless communication network 61 and the Internet 62 .

The wireless communication module 14 has a function of securing a wireless communication line with a base station of the wireless communication network 61 according to a communication standard such as LTE (Long Term Evolution). Therefore, by using the wireless communication module 14, communication between the vehicle-mounted device 10 and the administrator terminal 30 becomes possible.

<Configuration of Administrator Terminal 30>
The administrator terminal 30 shown in FIG. 1 can be configured by incorporating special application software for monitoring transport vehicles into, for example, a general personal computer. The administrator terminal 30 of FIG. A delay proof management unit 38 is provided.

The communication unit 31 of the administrator terminal 30 is connected to each vehicle to be monitored via the Internet 62 and the wireless communication network 61 so as to be communicable. Note that the administrator terminal 30 and the vehicle-mounted device 10 may be connected via a server (not shown), or the main functions of the administrator terminal 30 may be arranged on the server side as a cloud.

The vehicle information receiving unit 32 has a function for acquiring information necessary for monitoring from the on-vehicle device 10 mounted on each transportation vehicle to be monitored. That is, the vehicle information receiving unit 32 can sequentially receive the latest information representing the current position, vehicle speed, ignition ON/OFF state, and the like of each vehicle.

The vehicle information display unit 33 can display the operation status of each transport vehicle to be monitored received by the vehicle information reception unit 32 on the screen almost in real time. It is also possible to display the situation of the transportation plan for each vehicle created in advance and the actual transportation situation of the vehicle side by side in a state that facilitates comparison.

A manager of a company managing each transportation vehicle can easily check whether the actual transportation status of each vehicle deviates greatly from the transportation plan by always referring to the screen of the vehicle information display section 33. .

For example, if a specific transportation vehicle is stopped for a long time, there is a possibility that the actual transportation situation will be significantly delayed from the transportation plan. In addition, if the delay is caused by the driver's slacking off, there is a high possibility that the shipper will request the carrier to reduce the transportation cost. Therefore, the manager must monitor the driver's slacking of each vehicle.

The operation record DB 34 can automatically record and hold data representing the actual operation status of each vehicle received by the vehicle information receiving unit 32 as a history.
The transportation plan DB 35 holds data of a transportation plan determined in advance for each vehicle.
The transportation time management unit 36 grasps the actual operation status of each vehicle, and manages the presence or absence of delays with respect to the transportation plan.

The delay warning transmission unit 37 automatically issues a delay warning to the pre-registered manager's smartphone 20 when a vehicle is detected that is likely to be delayed more than a predetermined amount with respect to the transportation plan. It has the ability to send.

The delay proof management unit 38 generates delay proof information that can be used to prove the occurrence of a large delay in the operation status of the vehicle due to a cause unrelated to the responsibility of the carrier, and operates the vehicle. It can be recorded in the record DB 34 . For example, when traffic congestion occurs on a road near the current location of each vehicle, information identifying the section of congestion, the cause of the congestion, the current location of the vehicle, the current time, and the information provider Generate delayed proof information including
Traffic congestion information can be obtained via the Internet 62 from the site of a public business that manages roads.

<Functional configuration of smartphone for administrator>
FIG. 2 shows a functional configuration example of the smart phone 20 for the administrator.

The smart phone 20 shown in FIG. 2 includes a wireless communication module 21, a delay warning receiver 22, a delay warning processor 23, a traffic jam identification unit 24, a traffic information acquisition unit 25, a delay proof generation unit 26, a display unit 27, and an operation unit. 28 and a delay proof transmitting unit 29 .
It should be noted that each of these components can be realized by installing predetermined application software (app) specially prepared in a general smart phone.

The wireless communication module 21 has a function of securing a wireless communication line with a base station of the wireless communication network 61 according to a communication standard such as LTE. Therefore, by using the wireless communication module 21, it becomes possible to connect to the Internet 62 via the wireless communication network 61, and communication between the smartphone 20, the vehicle-mounted device 10, and the administrator terminal 30 is possible. It is also possible to obtain necessary information from various information sources connected to the Internet 62 .

The delay warning receiving unit 22 can receive a delay warning transmitted from the administrator terminal 30 when a transportation delay occurs in each vehicle.

Based on the delay warning received by the delay warning receiving section 22, the delay warning processing section 23 performs processing for taking necessary delay countermeasures. Specifically, when the cause of the delay is unrelated to the responsibility of the carrier, such as traffic jams on the road, the delay proof information required to prove it is created and sent to the shipper's smartphone 40. etc.

The traffic congestion identification unit 24 has a function of acquiring information on the current position of the vehicle for which the delay warning is to be issued, and identifying the presence or absence of traffic congestion on the road near the current position and the type of traffic congestion. Information on the current position of the target vehicle can be obtained from the vehicle-mounted device 10 or the administrator terminal 30 .

The traffic information acquisition unit 25 communicates with public information sources on the Internet 62 that provide road traffic information, and acquires the current position of the target vehicle and road traffic information in the vicinity thereof. The road traffic information acquired by the traffic information acquisition unit 25 includes information such as the presence or absence of traffic congestion, positional information of start and end points representing sections in which traffic congestion occurs, causes of traffic congestion, maps, and the like.

The delay proof creation unit 26 creates predetermined delay proof information based on the road traffic information etc. acquired by the traffic information acquisition unit 25 when a transportation delay occurs due to a reason unrelated to the responsibility of the carrier. do. This delay proof information includes the date and time, the current position of the target vehicle, the traffic congestion section, the cause of traffic congestion, information specifying the information supply source, and the like.

The display unit 27 has a function of displaying the delay warning received by the delay warning receiving unit 22 and the delay proof information created by the delay proof creating unit 26 on the screen of the smartphone 20 .
The operation unit 28 can receive an input operation from the user through a touch panel that is superimposed on the screen of the smartphone 20 .

The delay proof sending unit 29 can send the delay proof information created by the delay proof creating unit 26 to the pre-registered destination smartphone 40 or the like according to the instruction of the delay warning processing unit 23 .

<Example of transportation plan and actual transportation status>
FIG. 3 shows an example of the time transition of the vehicle state in each of the actual transportation state and the transportation plan when the vehicle passes through the traffic congestion area.

When a carrier uses a vehicle such as a truck to transport a package from a departure point to a destination, a transportation plan DS0 as shown in the upper part of FIG. 3, for example, is determined in advance.

<Description of transportation plan DS0>
An example of the transportation plan DS0 shown in FIG. 3 will be described below.
(1) Vehicles that have completed loading at the starting point start traveling in the traveling section Trip1 at time t01 (9:00). Also, at time t02, the vehicle finishes traveling in the traveling section Trip1, the engine is stopped, and the ignition (IGN) is switched off.

(2) After that, the vehicle maintains the stopped state in the stopped section RE1 until time t03. The time length of the stopped section RE1 is 0.25 hours in this example. This stopped section RE1 can be used by the driver to take a break necessary to maintain a safe driving condition of the vehicle.

(3) In this vehicle, at time t03, the ignition is switched on to restart the engine. Then, the vehicle resumes running and runs in the running section Trip2 until time t04. Further, at time t04, the vehicle finishes traveling in the traveling section Trip2, the engine is stopped, and the ignition is switched off.

(4) After that, the vehicle maintains the stopped state in the stopped section RE2 until time t05. The time length of the stopped section RE2 is 0.25 hours in this example. This stopped section RE2 can be used by the driver to take a break necessary to maintain a safe driving condition of the vehicle.

(5) At time t05, the vehicle turns on the ignition to restart the engine. Then, the vehicle resumes running, and runs in the running section Trip3 until time t06. Moreover, since the destination is reached at time t06, the traveling of the traveling section Trip3 is completed. The scheduled arrival time t06 is 19:00.

However, the actual operation of the vehicle is entrusted to the driving operation of the driver and is also affected by conditions such as traffic congestion, so there is a possibility that the situation may differ from the transportation plan DS0 shown in FIG. For example, a driver may drive a vehicle recklessly at a high speed that exceeds the safe driving speed. Driving makes it impossible to maintain sufficient transportation quality. On the other hand, when the driver is slacking off, there is a possibility that the scheduled time of the transportation plan DS0 will be ignored and that the driver will take a long break, for example, in the stopped section RE1. In that case, it will arrive at the destination at a time much later than the transportation plan DS0.

However, even if the driver does not take any action, the time t06 at which the vehicle arrives at the destination may be significantly delayed compared to the transportation plan DS0 due to other external factors. One of the causes is the long stoppage caused by passing checkpoints during transportation. Another cause is long stops due to traffic jams on the road during transportation.

<Explanation of actual transportation state DS2>
The actual transportation state DS2 shown in the lower part of FIG. 3 represents the transition of the actual transportation state when the vehicle passes through a congested area during transportation. The actual transportation state DS2 in FIG. 3 will be described below.

(1) Vehicles that have completed loading at the starting point start traveling in the traveling section Trip1 at time t21 (9:00). At time t22, the vehicle reaches an area where traffic congestion is occurring, so the travel section Trip1 ends and the vehicle shifts to the stopped section RE1. The vehicle therefore shuts off the engine and the ignition IGN is switched off.

(2) In addition, since the vehicle cannot resume traveling in the stopped section RE1 due to traffic congestion, it is expected that the time length of the stopped section RE1 may become longer, for example, about one hour. Therefore, the time length of the stopped section RE1 in the actual transportation state DS2 greatly deviates from the transportation plan DS0.

(3) Then, at time t23 when the road congestion is cleared, the ignition is switched on to restart the engine of the vehicle. Then, the vehicle resumes running and runs in the running section Trip2 until time t24. Further, at time t24, the vehicle finishes traveling in the traveling section Trip2, the engine is stopped, and the ignition is switched off.

(4) After that, the vehicle maintains the stopped state in the stopped section RE2 until time t25. The time length of the stopped section RE2 is 0.25 hours in this example. This stopped section RE2 can be used by the driver to take a break necessary to maintain a safe driving condition of the vehicle.

(5) In this vehicle, at time t25, the ignition is switched on to restart the engine. Then, the vehicle resumes running and runs in the running section Trip3 until time t26. Also, the vehicle arrives at the destination at time t26, so the traveling of the traveling section Trip3 ends. The arrival time t26 in this case is 19:30.

In other words, in the actual transportation state DS2, there is a transportation delay of 30 minutes compared to the transportation plan DS0, but the cause is unrelated to the driver's slacking off.

<Operation example of vehicle monitoring system>
<Operation procedure>
A characteristic operation example of each part in the vehicle monitoring system 100 is shown in FIG.

Note that each step S11 to S18 shown in FIG. 4 can be performed by any of the administrator terminal 30, the vehicle-mounted device 10 in FIG. 1, or a server (not shown) on the Internet 62. In the following description, it is assumed that the administrator terminal 30 executes S11 to S18.

The administrator terminal 30 acquires the estimated arrival time t0 in the transportation plan DS0 from the transportation plan DB 35 for each transport vehicle to be monitored (S11).

The administrator terminal 30 determines the pre-arrival reference time t1 based on the estimated arrival time t0 of the transportation plan DS0 (S12). Specifically, the pre-arrival reference time t1 is set to a time earlier than the estimated arrival time t0 by a predetermined time (for example, 30 minutes).
The administrator terminal 30 waits in S13 until the current time reaches the pre-arrival reference time t1.

When the current time reaches the pre-arrival reference time t1, the administrator terminal 30 acquires information on the actual transportation status of the relevant vehicle in S14. For example, the vehicle information receiving unit 32 in the administrator terminal 30 acquires information such as the current position P1 of the vehicle at the current time and the vehicle speed from the vehicle-mounted device 10 .

In S15, the administrator terminal 30 calculates an estimated arrival time t2 at which the vehicle in question will actually arrive at the destination as an estimated value. For example, the remaining required time Tr is calculated from the remaining distance from the current position of the vehicle to the destination and the average running speed of the vehicle, and the result of adding the remaining required time Tr to the current time is set as the expected arrival time t2. .

In the next S16, the administrator terminal 30 calculates the expected delay time Td for the relevant vehicle as the difference between the expected arrival time t0 and the expected arrival time t2. That is, it is presumed that the corresponding vehicle will arrive at the destination delayed by the expected delay time Td compared to the transport plan DS0, so it is currently expected that a delay of the expected delay time Td will occur in the transportation of the cargo. .

The administrator terminal 30 compares the expected delay time Td with a predetermined threshold value Tth in the next S17, and executes the process of S18 when the condition "Td>Tth" is satisfied. The threshold Tth is set to 2 hours, for example.

The administrator terminal 30 automatically sends an arrival delay warning to the smartphone 20 of the administrator who manages the vehicle in question. Information on the destination of the delay warning is registered in the administrator terminal 30 in advance.

On the other hand, the delay warning transmitted by the administrator terminal 30 is received by the smartphone 20 in S21. Upon receipt of this delay warning, the application on the smart phone 20 executes the processing from S22 onwards.

The smartphone 20 acquires information on the current position P1 of the target vehicle for the delay warning in S22. The information on the current position P<b>1 may be obtained directly from the vehicle-mounted device 10 or may be obtained from the administrator terminal 30 .

The traffic information acquisition unit 25 of the smart phone 20 acquires road traffic information corresponding to the current position P1 of the target vehicle in S23.
The traffic congestion identification unit 24 of the smart phone 20 identifies the presence or absence of traffic congestion based on the road traffic information acquired by the traffic information acquisition unit 25 in S23. If there is a traffic jam, it is determined in S24 whether or not the current position P1 acquired in S22 is included in the area of the traffic jam section.

If the current position P1 is within the area of the traffic congestion section, the delay proof creation unit 26 creates delay proof information in the next step S25, and the display unit 27 automatically displays a screen containing this delay proof information. . In this case, when the administrator presses the send button displayed on the same screen, the operation of the smart phone 20 proceeds from S26 to S27.

The delay certification transmission unit 29 of the smartphone 20 automatically transmits the congestion certification information created by the delay certification creation unit 26 to the shipper's smartphone 40 in S27. The destination of the congestion proof information representing the shipper's smart phone 40 or the like is registered in advance on the smart phone 20 or in the administrator terminal 30 .

<Chronological status change>
FIG. 5 shows an example of time-series state changes in the vehicle monitoring system 100 . The state changes shown in FIG. 5 are described below.

As shown in FIG. 5, in the transport plan DS0, the estimated arrival time t0 at which each transport vehicle arrives at the destination is determined in advance. Therefore, the driver of each transportation vehicle operates the vehicle so as not to cause a large time lag from the schedule of the transportation plan DS0.

However, if there is traffic congestion or the like on the vehicle operation route, the estimated arrival time t2 of the actual transportation state DS2 will be delayed from the estimated arrival time t0 of the transportation plan DS0 by the estimated delay time Td, as shown in FIG. may be delayed.

The administrator terminal 30 estimates the expected arrival time t2 in the actual transportation state DS2 at the pre-arrival reference time t1, which is a fixed time T1 before the estimated arrival time t0 of the transportation plan DS0. Also, the administrator terminal 30 can calculate the expected delay time Td as the difference between the expected arrival time t0 and the expected arrival time t2.

When the expected delay time Td is greater than the threshold, the administrator terminal 30 automatically transmits a delay warning to the smart phone 20 as shown in FIG.

Also, the smartphone 20 that has received the delay warning acquires road traffic information in order to identify the cause of the delay. When a traffic jam occurs at the current position P1 of the target vehicle, the delay proof creating unit 26 prepares the traffic jam proof information, and the delay proof transmitting unit 29 sends the traffic jam proof information to the shipper's smartphone 40. Send.

The shipper's smartphone 40 receives the congestion proof information sent from the manager's smartphone 20. The timing at which the smart phone 40 receives the congestion proof information is before the estimated arrival time t0 and the expected arrival time t2. Therefore, based on the received traffic jam proof information, the consignor himself/herself can acquire the current road traffic information, check the traffic jam situation, and confirm that the traffic jam proof information is correct.

<Smartphone screen display for administrator>
FIG. 6 shows a screen display example of the smart phone 20 for the administrator. FIG. 7 shows a display example of the transportation status map 51. As shown in FIG.
The administrator smart phone 20 can display, for example, the screen shown in FIG. 6 in S25 of FIG. 4 based on the delay warning from the administrator terminal 30 .

The screen shown in FIG. 6 includes a transportation status map 51, a date 52, a place of departure 53, a time of departure 54, a cause of delay 55, an estimated time of arrival 56, a current location 57, a comment field 58, a send button 59, and a print button. 60 are included.

The transport status map 51 represents the current vehicle status to be certified on a road map, and in the example shown in FIG. , and a destination display 51e.

The traffic congestion section 51b represents the range from the start point to the end point of the section where traffic congestion actually occurs on the road of the operation route 51a. The status display 51c indicates that the road in this section is congested by a pattern of icons so that the user can easily visually grasp the traffic congestion.

The date 52 on the screen in FIG. 6 is information expressing the date when this certification information was created by a combination of day (d)/month (m)/year (y).
Also, the place of departure 53 represents the location of the departure point of the vehicle that is transporting the cargo, and the time of departure 54 represents the time when this vehicle actually departed.

The content of the delay cause 55 on the screen represents the reason for the delay specified based on the road traffic information acquired by the smart phone 20, and the example in FIG. ing.

The estimated arrival time 56 on the screen is the same time as the estimated arrival time t2 estimated by the administrator terminal 30 in the process of S15.
The current position 57 on the screen has substantially the same content as the latest current position P1 information transmitted from the vehicle-mounted device 10 of the vehicle.

The comment field 58 on the screen can be used to write an apology message to the shipper regarding the transportation delay. In the case of traffic congestion, the carrier is not responsible, but it is assumed that a predetermined formal apology message is automatically added to the delay proof information.

The send button 59 on the screen is used to accept the transmission confirmation operation from the administrator in S26 of FIG. A print button 60 is used to accept an input operation for printing the delay proof information displayed on the screen of FIG.

The delay proof information transmitted from the smart phone 20 to the smart phone 40 includes, for example, the transportation status map 51 shown in FIG. and each information of the comment column 58 are included.

In addition, in addition to general traffic congestion, passing checkpoints can also be considered as the reason for transportation delays. In some foreign countries, checkpoints are placed on borders that straddle state borders. Each vehicle passing through the checkpoint will be filled out on state tax paperwork and subject to bag inspection if necessary. Therefore, each vehicle has to wait in a stopped state for a relatively long time before passing through the checkpoint, which causes transportation delay.

Since the location of each checkpoint is known, the smartphone 20 or the administrator terminal 30 compares the location information of the checkpoint area registered in advance with the current position P1 of the vehicle to determine whether or not the vehicle passes through the checkpoint. can be automatically identified.

As described above, in the vehicle monitoring system 100 according to the present embodiment, when transportation delays occur due to reasons unrelated to the responsibility of the transportation company, such as road traffic congestion, it is used to prove the reasons. Possible information can be automatically sent from the manager's smart phone 20 to the shipper's smart phone 40 . Moreover, the delay proof information can be transmitted at a time when the delay is expected before the transportation of the package is completed. Therefore, it is easy for the shipper side to confirm whether the delay proof information is correct or not, and the delay proof information can be effectively used. Therefore, it is possible to avoid having the transportation cost reduced due to transportation delays for which the carrier is not responsible.

In addition, the vehicle information transmitted from the vehicle-mounted device 10 installed in each vehicle and the delay certification information grasped by the delay certification management unit 38 can be recorded and held in the operation record DB 34 . By analyzing the information in the operation record DB 34 as necessary, it becomes possible to accurately grasp and correctly evaluate the ability of each individual driver. For example, it will be easier to find drivers who tend to skip or drive recklessly, such as speeding, and appropriate guidance will help improve the quality of transportation.

It should be noted that the present disclosure is not limited to the above-described embodiments, and can be modified, improved, etc. as appropriate. In addition, the material, shape, size, number, location, etc. of each component in the above-described embodiment are arbitrary and not limited as long as the present disclosure can be achieved.

The features of the vehicle monitoring system described above are summarized and listed in [1] to [5] below.
[1] A vehicle monitoring system for monitoring the operational status of a transportation vehicle while it is moving in a specific section from a predetermined departure point to a predetermined destination point,
A delay detection unit (transportation time management unit 36, S14 to S17) that detects the delay when a delay is expected to occur in the operation state of the transportation vehicle;
A cause identification unit (congestion identification unit 24, S22 to S24) that identifies the cause of the delay detected by the delay detection unit;
a delay proof creation unit (delay proof management unit 38, S25) that creates delay proof information corresponding to the cause of the delay detected by the delay detection unit;
a delay proof transmission unit (delay proof transmission unit 29, S26, S27) that transmits the delay proof information to a specific user terminal (smartphone 40) associated with the shipper of the delayed cargo;
A vehicle monitoring system (100) comprising:

According to the vehicle monitoring system configured in [1] above, when transportation delays occur due to reasons unrelated to the responsibility of the carrier, such as road traffic congestion, information that can be used to prove the reasons can be automatically sent to the shipper. Moreover, before the cargo transportation is completed,
Delay proof information can be sent at the point when delay occurrence is expected. Therefore, it is easy for the shipper side to confirm whether the delay proof information is correct or not, and the delay proof information can be effectively used. Therefore, it is possible to avoid having the transportation cost reduced due to transportation delays for which the carrier is not responsible.

[2] The cause identification unit includes a congestion information acquisition unit (traffic information acquisition unit 25, S23) that acquires information on a congested area where a long-time stoppage state is expected to occur on the road,
If the current position of the transport vehicle is within the congested area, the delay proof creation unit creates delay proof information representing road congestion (S24, S25);
The vehicle monitoring system according to [1] above.

According to the vehicle monitoring system configured in [2] above, when a transportation delay is expected to occur due to traffic congestion on the road along the movement route of the transportation vehicle, the cause of the transportation delay is the traffic congestion. can automatically create information that can be used to prove

[3] The delay detection unit estimates the expected arrival time (t2) at the destination ahead of the destination arrival time (estimated arrival time t0) of the transportation plan determined in advance for the transportation vehicle, and when the expected arrival time satisfies a predetermined condition (S17), detecting the delay and outputting an alarm before the transportation vehicle arrives at the destination (S18);
A vehicle monitoring system according to the above [1] or [2].

According to the vehicle monitoring system configured in [3] above, before the transportation vehicle arrives at the destination, that is, before the transportation of the cargo is completed, the time at which a delay is expected to occur based on the estimated expected arrival time. can send proof of delay information. Therefore, it is easy for the shipper side to confirm whether the delay proof information is correct or not, and the delay proof information can be effectively used.

[4] After the alarm is generated, the delay proof transmission unit executes transmission of the delay proof information (S27) when a predetermined input operation is received from the manager who monitors the transportation vehicle (S26). ),
The vehicle monitoring system according to [3] above.

According to the vehicle monitoring system configured in [4] above, the administrator can confirm the content of the delay proof information before it is sent to the shipper side. Therefore, it is easy to avoid transmission of worthless proof-of-delay information or incorrect proof-of-delay information to the shipper side.

[5] The delay proof creating unit creates a road map of a predetermined range including the current position (P1) of the transport vehicle and delay proof information (see FIG. 6) including at least road congestion conditions in the vicinity of the current position. create,
The vehicle monitoring system according to any one of [1] to [4] above.

According to the vehicle monitoring system configured in [5] above, the positional relationship between the current position of the vehicle to be monitored and the area causing the delay is managed by the transport company based on the content of the created delay proof information. It becomes possible for a person or shipper to easily grasp the information.

Various embodiments have been described above with reference to the drawings, but it goes without saying that the present invention is not limited to such examples. It is obvious that a person skilled in the art can conceive of various modifications or modifications within the scope described in the claims, and these also belong to the technical scope of the present invention. Understood. Moreover, each component in the above embodiments may be combined arbitrarily without departing from the gist of the invention.

This application is based on a Japanese patent application (Japanese Patent Application No. 2021-170277) filed on October 18, 2021, the content of which is incorporated herein by reference.

REFERENCE SIGNS LIST 10 vehicle-mounted device 11 stop detection unit 12 current position detection unit 13 vehicle

information notification unit

14, 21

wireless communication module

20, 40 smartphone 22 delay warning reception unit 23 delay warning processing unit 24 traffic congestion identification unit 25 traffic information acquisition unit 26 delay certification Creation unit 27 Display unit 28 Operation unit 29 Delay proof transmission unit 30 Administrator terminal 31 Communication unit 32 Vehicle information reception unit 33 Vehicle information display unit 34 Operation record DB
35 Transport plan DB
36 Transportation time management unit 37 Delay warning transmission unit 38 Delay certification management unit 51 Transportation status map 51a Operation route 51b Congested section 51c Situation display 51d Departure point display 51e Destination display 52 Date 53 Departure point 54 Departure time 55 Delay cause 56 Arrival Estimated time 57 Current location 58 Comment column 59 Send button 60 Print button 61 Wireless communication network 62 Internet 100 Vehicle monitoring system DS0 Transportation plan DS2 Actual transportation state P1 Current position RE1, RE2 Stopped section SG1 Ignition signal SG2 Vehicle speed signal SG3 Stop detection signal SG21 Delay warning signal SG22 Traffic information SG23, SG24 Delay proof signal t0 Estimated arrival time t1 Pre-arrival reference time t2 Estimated arrival time Td Estimated delay time Trip1, Trip2, Trip3 Travel section

Claims

A vehicle monitoring system for monitoring the operational status of a transportation vehicle while it is moving in a specific section from a predetermined departure point to a predetermined destination point,
a delay detection unit that detects the delay when a delay is expected to occur in the operating state of the transportation vehicle;
a cause identification unit that identifies the cause of the delay detected by the delay detection unit;
a delay proof creation unit that creates delay proof information corresponding to the cause of the delay detected by the delay detection unit;
a delay proof transmission unit that transmits the delay proof information to a specific user terminal associated with the shipper of the delayed cargo;
vehicle monitoring system.
The cause identification unit includes a congestion information acquisition unit that acquires information on a congested area where a long-term stop state is expected to occur on the road,
The delay proof creation unit creates delay proof information representing road congestion when the current position of the transportation vehicle is within the traffic congestion area.
A vehicle monitoring system according to claim 1 .
The delay detection unit estimates the expected arrival time at the destination before the arrival time at the destination of the transportation plan determined in advance for the transportation vehicle, and when the expected arrival time satisfies a predetermined condition, detecting the delay and outputting an alarm before the transport vehicle reaches the destination;
The vehicle monitoring system according to claim 1 or 2.
The delay proof transmission unit executes transmission of the delay proof information when receiving a predetermined input operation from a manager who monitors the transport vehicle after the alarm is generated.
The vehicle monitoring system according to claim 3.
The delay proof creation unit creates delay proof information including a road map of a predetermined range including the current position of the transport vehicle and at least road congestion conditions in the vicinity of the current position.
The vehicle monitoring system according to any one of claims 1 to 4.