WO2023067994A1 - Vehicle monitoring system - Google Patents
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- WO2023067994A1 WO2023067994A1 PCT/JP2022/036041 JP2022036041W WO2023067994A1 WO 2023067994 A1 WO2023067994 A1 WO 2023067994A1 JP 2022036041 W JP2022036041 W JP 2022036041W WO 2023067994 A1 WO2023067994 A1 WO 2023067994A1
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- 238000012544 monitoring process Methods 0.000 title claims description 42
- 238000001514 detection method Methods 0.000 claims abstract description 22
- 230000005540 biological transmission Effects 0.000 claims abstract description 15
- 230000003111 delayed effect Effects 0.000 claims description 13
- 230000007774 longterm Effects 0.000 claims description 2
- 238000004891 communication Methods 0.000 description 24
- 238000007726 management method Methods 0.000 description 18
- 230000001934 delay Effects 0.000 description 15
- 101150004703 eIF3i gene Proteins 0.000 description 5
- 238000009434 installation Methods 0.000 description 5
- 238000012545 processing Methods 0.000 description 5
- 238000000034 method Methods 0.000 description 4
- 238000005516 engineering process Methods 0.000 description 3
- 230000009467 reduction Effects 0.000 description 3
- 206010039203 Road traffic accident Diseases 0.000 description 2
- 230000008859 change Effects 0.000 description 2
- 238000012790 confirmation Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000004364 calculation method Methods 0.000 description 1
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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- G—PHYSICS
- G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
- G16Y—INFORMATION AND COMMUNICATION TECHNOLOGY SPECIALLY ADAPTED FOR THE INTERNET OF THINGS [IoT]
- G16Y10/00—Economic sectors
- G16Y10/40—Transportation
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- G—PHYSICS
- G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
- G16Y—INFORMATION AND COMMUNICATION TECHNOLOGY SPECIALLY ADAPTED FOR THE INTERNET OF THINGS [IoT]
- G16Y20/00—Information sensed or collected by the things
- G16Y20/20—Information sensed or collected by the things relating to the thing itself
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- G—PHYSICS
- G16—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR SPECIFIC APPLICATION FIELDS
- G16Y—INFORMATION AND COMMUNICATION TECHNOLOGY SPECIALLY ADAPTED FOR THE INTERNET OF THINGS [IoT]
- G16Y40/00—IoT characterised by the purpose of the information processing
- G16Y40/10—Detection; Monitoring
Definitions
- 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.
- 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. ⁇
- Patent Document 2 shows a technique for ensuring that parts shipped individually from multiple shipping bases as a whole can reach the shipping destination.
- 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.
- 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).
- transportation insurance cannot cover reductions in transportation costs due to transportation delays.
- 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.
- 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.
- 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.
- FIG. 1 shows a configuration example of a vehicle monitoring system 100 according to this embodiment.
- 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.
- the vehicle-mounted device 10 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 .
- 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.
- the transportation costs that the carrier can receive from customers such as shippers may be reduced.
- the transportation company is responsible for the delay, so it is difficult to avoid reducing the transportation cost.
- 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.
- 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.
- IGN ignition
- 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.
- GPS Global Positioning System
- 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.
- 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.
- LTE Long Term Evolution
- 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.
- 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. .
- 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.
- 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.
- the delay warning processing section 23 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 .
- 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.
- a transportation plan DS0 as shown in the upper part of FIG. 3, for example, is determined in advance.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- 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.
- the administrator terminal 30 acquires information on the actual transportation status of the relevant vehicle in S14.
- 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 .
- 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.
- 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. .
- 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.
- the delay warning transmitted by the administrator terminal 30 is received by the smartphone 20 in S21.
- 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.
- 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. .
- 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 .
- 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.
- 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.
- 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.
- the administrator terminal 30 automatically transmits a delay warning to the smart phone 20 as shown in FIG.
- the smartphone 20 that has received the delay warning acquires road traffic information in order to identify the cause of the delay.
- 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.
- 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.
- 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.
- the carrier 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.
- passing checkpoints can also be considered as the reason for transportation delays.
- 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.
- 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.
- the vehicle monitoring system 100 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.
- 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 .
- 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.
- 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:
- 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.
- 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);
- S24, S25 The vehicle monitoring system according to [1] above.
- the cause of the transportation delay is the traffic congestion.
- 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].
- 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.
- 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.
- 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.
- 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.
- 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.
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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
本開示は、トラックなど荷物を運送する車両の運送状況を監視するために利用可能な車両監視システムに関する。
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.
運送会社などの企業においては、顧客の荷物を運送する運送車両の運行状況を適切に管理する必要がある。企業はそれぞれの荷物を早く、確実に、傷つけることなく、且つ安全に運送する必要がある。但し、例えば各車両の運転手が速度違反のような無謀な運転操作を行う場合や、安全確認を怠るような場合には、交通事故などが発生する可能性が高まるので、信頼性の高い安全な輸送状態を維持できなくなる。
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.
したがって、運送会社などの企業は各車両に搭載した運行記録計などの車載器を用いて、車両毎の実際の運行状態を記録し、運転手毎の運行状態を把握できるように管理する。
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.
例えば特許文献1の荷物配送管理システムは、配送作業者(車両の乗務員)による配送状況をリアルタイムに把握し、運行遅延などの状況をいち早く顧客(配送先)に連絡するための技術を示している。この荷物配送管理システムは、ネットワーク13を介して荷物配送を管理する管理サーバ11と、ネットワーク13を介して荷物配送車の運行実績を入力する移動体端末14と、ネットワーク13を介して荷物の配送状況を受信する顧客端末15と、荷物の配送状況が受信される配信先を、ネットワークを介して管理サーバ11に登録する荷主端末16とを備える。管理サーバ11は、各乗務員に個別に設けられた配送指示画面であるWebページのURLをセットした配送指示メールを移動体端末14に送信し、移動体端末14は、このURLを指定してWebページにアクセスしてこのWebページに対応する運行実績を入力し、管理サーバ11は、運行の遅延が生じたと判断される場合には、顧客端末15に運行遅延情報を配信する。
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
また、特許文献2の製品管理システムは、複数の出荷拠点から個別に出荷される部品が、全体として出荷先に確実に到達し得るようにする技術を示している。
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.
また、特許文献3の機械設置作業管理運営システムは、各店舗への機械設置時間を厳守し、迅速性、効率性、正確性を担保するように、機械設置作業を統括して管理、運営するための技術を示している。具体的には、配送業者の携帯電話機の位置情報を受信して実際の所在情報に変換し、当該所在情報から携帯電話機の現在位置を把握し、機械設置作業に係る予定時間を管理すると共に、上記携帯電話機より送信された機械設置作業に係る実績時間を管理し、この実績時間と予定時間とを比較し、その差が所定量以上である場合に遅延が生じたものと検出し、この遅延が検出された場合に、配送業者の携帯電話機、営業者の携帯電話機、統括センタ端末の少なくともいずれかに、その旨を通知する配送状況管理サーバを具備する。
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.
ところで、荷物の輸送を依頼する特定の荷主と運送業者とが契約する際には、運送業者側の責任に起因する運送遅延が発生した場合に運送費用が減額されるように契約内容が決定される場合がある(例えば特定の国において)。また、運送遅延による運送費用の減額は輸送保険で賄うことができない。
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.
実際には様々な原因により荷物の運送遅延が発生する可能性があるが、特に発展途上国などの諸外国においては、運転手個人の属性に起因して運送遅延が発生する場合が多い。すなわち、荷物の輸送業務中に、事前に決められた通りに時間を管理するという考え方が欠如している運転手が多いため、運送遅延が発生しやすい。つまり、運転手個人の業務中のサボリにより荷物の運送遅延が発生してしまう。
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.
したがって、運送業者等の企業においては、各運転手のサボリにより荷物の運送遅延が発生しないように管理することが重要になる。そのため、企業内の管理者は運転手毎の運行状況を正確に把握し、サボリをしやすい運転手が行動を改めるように指導する必要がある。
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.
しかしながら、サボリのような運転手個人に起因する問題がない場合でも、様々な原因により運送遅延が発生してしまう。例えば、道路上の特定区間で通行車両の集中による自然渋滞が発生したり、交通事故の発生や道路工事などに起因する渋滞が発生すると、予定した運送計画の時間スケジュールの通りに車両を運行することが困難になり、荷物の運送遅延が発生してしまう。
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.
一方、運送遅延が発生する場合に、例えば特許文献1に開示されている技術を利用すれば、顧客端末に運行遅延情報を配信することが可能である。しかしながら、荷主等の顧客に対して運行遅延情報を知らせるだけでは、運送業者側には特別なメリットが発生しない。すなわち、運送遅延が発生した場合に、運送業者側に責任がない場合であっても運送業者が受け取る運送費用が減額されるのを防ぐことができない。
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.
本開示の目的は、運送業者側に責任がないにもかかわらず運行遅延が発生した場合に、その状況を荷主等に正しく伝えることが容易な車両監視システムを提供することにある。
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.
本開示に係る上記目的は、下記構成により達成される。
The above object of the present disclosure is achieved by the following configuration.
運送車両が事前に定めた出発地点から事前に定めた目的地点までの特定区間を移動する間の運行状態を監視する車両監視システムであって、
前記運送車両の運行状態に遅延発生が予想される場合に、前記遅延を検知する遅延検出部と、
前記遅延検出部の検知した遅延の原因を識別する原因識別部と、
前記遅延検出部の検知した遅延の原因に対応する遅延証明情報を作成する遅延証明作成部と、
前記遅延証明情報を、遅延対象荷物の荷主に対応付けられた特定のユーザ端末に対して送信する遅延証明送信部と、
を備える車両監視システム。 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.
前記運送車両の運行状態に遅延発生が予想される場合に、前記遅延を検知する遅延検出部と、
前記遅延検出部の検知した遅延の原因を識別する原因識別部と、
前記遅延検出部の検知した遅延の原因に対応する遅延証明情報を作成する遅延証明作成部と、
前記遅延証明情報を、遅延対象荷物の荷主に対応付けられた特定のユーザ端末に対して送信する遅延証明送信部と、
を備える車両監視システム。 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.
本開示の車両監視システムによれば、運送業者側に責任がないにもかかわらず運行遅延が発生した場合に、その状況を荷主等に正しく伝えることが可能になる。
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.
本開示に関する具体的な実施形態について、各図を参照しながら以下に説明する。
A specific embodiment of the present disclosure will be described below with reference to each figure.
<車両監視システムの構成>
本実施形態における車両監視システム100の構成例を図1に示す。
<システムの概要>
図1に示すように、この車両監視システム100には車載器10、管理者端末30、管理者用のスマートホン20、及び荷主用のスマートホン40が含まれている。勿論、通信可能な端末であればスマートホン以外の端末を利用することも可能である。 <Configuration of vehicle monitoring system>
FIG. 1 shows a configuration example of avehicle monitoring system 100 according to this embodiment.
<Overview of the system>
As shown in FIG. 1, thisvehicle 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.
本実施形態における車両監視システム100の構成例を図1に示す。
<システムの概要>
図1に示すように、この車両監視システム100には車載器10、管理者端末30、管理者用のスマートホン20、及び荷主用のスマートホン40が含まれている。勿論、通信可能な端末であればスマートホン以外の端末を利用することも可能である。 <Configuration of vehicle monitoring system>
FIG. 1 shows a configuration example of a
<Overview of the system>
As shown in FIG. 1, this
車載器10は荷物の配送を行うトラックなどの運送車両にそれぞれ搭載されている。管理者端末30は、運送車両を監視する企業の事務所などに配置される。スマートホン20は、運送車両を管理する企業内の管理者が所持している。スマートホン40は、荷主が所有している端末であり、スマートホン以外の通信可能な端末であってもよい。
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.
車載器10は無線通信機能を有しているので、所定の無線通信網61を経由してインターネット62と接続することができる。また、管理者端末30は通信機能を有し、インターネット62を介して車載器10、スマートホン20、及び40等との間で通信することができる。また、スマートホン20がスマートホン40に対して電子メールなどを送信することもできる。
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 .
したがって、企業内の管理者は車載器10を搭載した監視対象の運送車両の状態を管理者端末30を利用してリアルタイムで監視することが可能である。例えば、各運送車両の現在位置およびその変化を監視することで、事前に定めた運送計画から大きく逸脱した運送状態になっていないかどうかを把握可能である。
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.
国によっては、運送計画に対して過大な遅延が発生すると、運送業者が荷主等の顧客から受け取ることが可能な運送費用が減額される可能性がある。特に、運転手の単なるサボリに起因して荷物の運送遅延が発生したような場合は、運送業者側に遅延の責任があるので、運送費用の減額を免れることは難しい。
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.
一方、例えば道路の渋滞のように運送業者側の責任とは無関係な理由で運送遅延が発生したような場合は、運送費用の減額を免れることが可能であるが、その理由が事実であるかどうかを確認することや証明することは難しく、一般的には証拠が残らない。
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.
図1に示した車両監視システム100は、運送業者側の責任とは無関係な理由で運送遅延が発生したような場合に、その遅延理由の証明を容易にするための特別な機能を搭載している。
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
<車載器10の構成>
図1に示した車載器10は、停車検出部11、現在位置検出部12、車両情報通知部13、及び無線通信モジュール14を備えている。 <Configuration of vehicle-mounteddevice 10>
The vehicle-mounteddevice 10 shown in FIG.
図1に示した車載器10は、停車検出部11、現在位置検出部12、車両情報通知部13、及び無線通信モジュール14を備えている。 <Configuration of vehicle-mounted
The vehicle-mounted
なお、車載器10が搭載している上記各機能のほとんどは、マイクロコンピュータのハードウェア及びソフトウェアの組み合わせにより実現することもできるし、それぞれ専用の電子回路を用いて実現することもできる。
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.
停車検出部11は、この車載器10を搭載した車両が所定の停車状態であるか否かを検知するための機能を有している。実際には、停車検出部11は車両側から出力されるイグニッション(IGN)信号SG1、又は車速信号SG2に基づいて停車状態を検知する。停車検出部11が出力する停車検知信号SG3は、イグニッションのオンオフ、及び車速を表す情報も含んでいる。
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.
現在位置検出部12は、例えば所定のGPS(Global Positioning System)受信機が複数のGPS衛星からそれぞれ受信した電波の時刻に基づいて、この車載器10を搭載した車両の現在位置を表す緯度/経度の情報を計算により取得できる。
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.
車両情報通知部13は、自車両を管理者端末30側がリアルタイムで管理するために必要な運行情報を自動的に送信する機能を有している。例えば、現在位置検出部12が出力する現在位置P1、イグニッション信号SG1、車速信号SG2、停車検知信号SG3などを車両情報通知部13が取得して管理者端末30に逐次送信できる。車両情報通知部13が送信する情報は、無線通信モジュール14、無線通信網61、及びインターネット62を経由して管理者端末30に届けることができる。
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 .
無線通信モジュール14は、例えばLTE(Long Term Evolution)等の通信規格に従って無線通信網61の基地局との間で無線通信回線を確保する機能を有している。したがって、無線通信モジュール14を利用することで、車載器10と管理者端末30との間の通信が可能になる。
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.
<管理者端末30の構成>
図1に示した管理者端末30は、運送車両を監視するための特別なアプリケーションソフトウェアを例えば一般的なパーソナルコンピュータに組み込むことで構成することができる。図1の管理者端末30は、通信部31、車両情報受信部32、車両情報表示部33、運行記録DB34、運送計画DB(データベース)35、運送時刻管理部36、遅延警報送信部37、及び遅延証明管理部38を備えている。 <Configuration ofAdministrator Terminal 30>
Theadministrator 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.
図1に示した管理者端末30は、運送車両を監視するための特別なアプリケーションソフトウェアを例えば一般的なパーソナルコンピュータに組み込むことで構成することができる。図1の管理者端末30は、通信部31、車両情報受信部32、車両情報表示部33、運行記録DB34、運送計画DB(データベース)35、運送時刻管理部36、遅延警報送信部37、及び遅延証明管理部38を備えている。 <Configuration of
The
管理者端末30の通信部31は、インターネット62及び無線通信網61を介して監視対象の各車両と通信可能な状態に接続されている。なお、図示しないサーバを経由して管理者端末30と車載器10との間を接続してもよいし、管理者端末30の主要な機能をクラウドとしてサーバ側に配置してもよい。
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.
車両情報受信部32は、監視対象の各運送車両に搭載された車載器10から監視に必要な情報を取得するための機能を有している。すなわち、車両毎の現在位置、車速、イグニッションのオンオフなどの状態を表す最新の情報を車両情報受信部32は逐次受信することができる。
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.
車両情報表示部33は、車両情報受信部32が受信した監視対象の各運送車両の運行状況を画面上にほぼリアルタイムで表示することができる。また、事前に作成した車両毎の運送計画の状況と、実際の車両における運送状況とを対比が容易な状態で並べて表示することもできる。
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.
各運送車両を管理する企業の管理者は、車両情報表示部33の画面を常時参照することで、実際の各車両の運送状況が運送計画に対して大きくずれていないかどうかを容易に確認できる。
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. .
例えば、特定の運送車両が長い時間に亘り停止しているような場合には、運送計画に対して実際の運送状況に大きな遅延が発生する可能性がある。また、この遅延が運転手のサボリなどの行動に起因する場合には、運送業者が荷主から運送費用の減額を要求される可能性が高い。したがって、管理者は各車両の運転手のサボリを監視しなければならない。
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.
運行記録DB34は、車両情報受信部32が受信した各車両の実際の運行状況などを表すデータを履歴として自動的に記録し保持することができる。
運送計画DB35は、車両毎に事前に定めた運送計画のデータを保持している。
運送時刻管理部36は、車両毎の実際の運行状況を把握し、運送計画に対する遅延の有無などを管理する。 Theoperation 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.
Thetransportation plan DB 35 holds data of a transportation plan determined in advance for each vehicle.
The transportationtime 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.
運送計画DB35は、車両毎に事前に定めた運送計画のデータを保持している。
運送時刻管理部36は、車両毎の実際の運行状況を把握し、運送計画に対する遅延の有無などを管理する。 The
The
The transportation
遅延警報送信部37は、運送計画に対して所定以上の遅延が発生しそうな運行状況の車両を検知した場合に、事前に登録した管理者のスマートホン20に対して、自動的に遅延警報を送信する機能を有している。
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.
遅延証明管理部38は、運送業者側の責任とは無関係な原因により車両の運行状況に大きな遅延の発生が予想される場合に、それを証明するために利用可能な遅延証明情報を生成し運行記録DB34に記録することができる。例えば、各車両の現在位置の近傍の道路において交通渋滞が発生している場合には、渋滞が発生している区間、渋滞の原因、車両の現在位置、現在時刻、情報提供元を特定する情報などを含む遅延証明情報を生成する。
交通渋滞の情報は、道路を管理している公共の事業者のサイトからインターネット62を介して取得できる。 The delayproof 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 theInternet 62 from the site of a public business that manages roads.
交通渋滞の情報は、道路を管理している公共の事業者のサイトからインターネット62を介して取得できる。 The delay
Traffic congestion information can be obtained via the
<管理者用のスマートホンの機能上の構成>
管理者用のスマートホン20の機能上の構成例を図2に示す。 <Functional configuration of smartphone for administrator>
FIG. 2 shows a functional configuration example of thesmart phone 20 for the administrator.
管理者用のスマートホン20の機能上の構成例を図2に示す。 <Functional configuration of smartphone for administrator>
FIG. 2 shows a functional configuration example of the
図2に示したスマートホン20は、無線通信モジュール21、遅延警報受信部22、遅延警報処理部23、渋滞識別部24、交通情報取得部25、遅延証明作成部26、表示部27、操作部28、及び遅延証明送信部29を備えている。
なお、これらの各構成要素は、一般的なスマートホンに特別に用意した所定のアプリケーションソフトウェア(アプリ)を組み込むことにより実現できる。 Thesmart 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.
なお、これらの各構成要素は、一般的なスマートホンに特別に用意した所定のアプリケーションソフトウェア(アプリ)を組み込むことにより実現できる。 The
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.
無線通信モジュール21は、例えばLTE等の通信規格に従って無線通信網61の基地局との間で無線通信回線を確保する機能を有している。したがって、無線通信モジュール21を利用することで、無線通信網61を介してインターネット62と接続することが可能になり、スマートホン20と車載器10及び管理者端末30との間の通信が可能であり、インターネット62と接続された様々な情報供給源から必要な情報を取得することも可能である。
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 .
遅延警報受信部22は、各車両に運送遅延が発生した時に管理者端末30から送信される遅延警報を受信することができる。
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.
遅延警報処理部23は、遅延警報受信部22が受信した遅延警報に基づいて、必要な遅延対策を行うための処理を実施する。具体的には、遅延の原因が道路の渋滞のように運送業者側の責任とは無関係である場合に、それを証明するために必要な遅延証明情報を作成し、それを荷主のスマートホン40等に対して送信するための処理を行う。
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.
渋滞識別部24は、遅延警報の対象車両における現在位置の情報を取得し、その現在位置の近傍における道路の渋滞等の有無やその種類を識別する機能を有している。対象車両における現在位置の情報は、車載器10から、又は管理者端末30から取得できる。
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 .
交通情報取得部25は、道路交通情報を提供するインターネット62上の公共の情報供給源との間で通信を行い、対象車両における現在位置およびその近傍における道路交通情報を取得する。交通情報取得部25が取得する道路交通情報は、渋滞の有無、渋滞が発生している区間を表す始点及び終点の位置情報、渋滞発生原因、地図などの情報を含む。
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.
遅延証明作成部26は、運送業者側の責任とは無関係の理由により運送遅延が発生している場合に、交通情報取得部25が取得した道路交通情報などに基づいて所定の遅延証明情報を作成する。この遅延証明情報は、日付及び時刻、対象車両の現在位置、渋滞発生区間、渋滞発生原因、情報供給源を特定する情報などを含む。
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.
表示部27は、遅延警報受信部22が受信した遅延警報や遅延証明作成部26が作成した遅延証明情報などをスマートホン20の画面上に表示する機能を有している。
操作部28は、スマートホン20の画面に重ねて配置されたタッチパネルによりユーザからの入力操作を受け付けることができる。 Thedisplay 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 .
Theoperation unit 28 can receive an input operation from the user through a touch panel that is superimposed on the screen of the smartphone 20 .
操作部28は、スマートホン20の画面に重ねて配置されたタッチパネルによりユーザからの入力操作を受け付けることができる。 The
The
遅延証明送信部29は、遅延警報処理部23の指示に従い、遅延証明作成部26が作成した遅延証明情報を事前に登録された宛先のスマートホン40等に対して送信することができる。
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 .
<運送計画および実運送状態の例>
車両が渋滞発生エリアを通過する場合の実運送状態および運送計画のそれぞれにおける車両状態の時間推移の例を図3に示す。 <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.
車両が渋滞発生エリアを通過する場合の実運送状態および運送計画のそれぞれにおける車両状態の時間推移の例を図3に示す。 <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.
運送業者がトラックなどの車両を利用して荷物を出発地から目的地まで運送する場合には、例えば図3の上段に示すような運送計画DS0が事前に決定される。
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.
<運送計画DS0の説明>
図3に示した運送計画DS0の例について以下に説明する。
(1)出発地において荷積みを完了した車両は、時刻t01(9:00)で走行区間Trip1の走行を開始する。また、時刻t02で走行区間Trip1の走行を終了してエンジンを停止し、イグニッション(IGN)がオフに切り替わる。 <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.
図3に示した運送計画DS0の例について以下に説明する。
(1)出発地において荷積みを完了した車両は、時刻t01(9:00)で走行区間Trip1の走行を開始する。また、時刻t02で走行区間Trip1の走行を終了してエンジンを停止し、イグニッション(IGN)がオフに切り替わる。 <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)その後、この車両は時刻t03まで停車中区間RE1で停車状態を維持する。停車中区間RE1の時間長は、この例では0.25時間(hour)である。この停車中区間RE1は、車両の安全な運転状態を維持するために必要な休憩を運転手が取るために利用できる。
(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)この車両は、時刻t03になるとエンジンを再始動するためにイグニッションがオンに切り替わる。そして、この車両は走行を再開し、時刻t04になるまで走行区間Trip2の走行を行う。また、時刻t04で走行区間Trip2の走行を終了してエンジンを停止し、イグニッションがオフに切り替わる。
(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)その後、この車両は時刻t05まで停車中区間RE2で停車状態を維持する。停車中区間RE2の時間長は、この例では0.25時間である。この停車中区間RE2は、車両の安全な運転状態を維持するために必要な休憩を運転手が取るために利用できる。
(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)この車両は、時刻t05になるとエンジンを再始動するためにイグニッションがオンに切り替わる。そして、この車両は走行を再開し、時刻t06になるまで走行区間Trip3の走行を行う。また、時刻t06で目的地に到着するので走行区間Trip3の走行が終了する。到着予定の時刻t06は19:00である。
(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.
しかし、実際の車両の運行は運転手の運転操作に委ねられ、更に道路渋滞などの状況の影響を受けるので、図3に示した運送計画DS0とは異なる状態になる可能性がある。例えば、運転手が安全な走行速度を超過した高い速度で無謀な車両の運転を行うことにより、運送計画DS0よりも短時間で各走行区間Trip1~Trip3の走行が完了する場合もあるが、安全運転により十分な運送品質を維持することができなくなる。一方、運転手がサボリの行動をする場合には、運送計画DS0の予定時刻を無視し、例えば停車中区間RE1等において長時間の休憩を取る可能性がある。その場合は、運送計画DS0よりも大幅に遅延した時刻で目的地に到着することになる。
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.
但し、運転手がサボリの行動を行わない場合であっても、それ以外の外部要因により車両が目的地に到着する時刻t06が運送計画DS0に比べて大幅に遅延する可能性もある。その原因の1つは、運送の途中で関所を通過することに起因する長時間の停車である。別の原因は、運送の途中で道路の渋滞に巻き込まれることに起因する長時間の停車である。
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.
<実運送状態DS2の説明>
図3の下段に示した実運送状態DS2は、車両が運送の途中で渋滞エリアを通過する場合の実際の運送状態の推移を表している。図3の実運送状態DS2について以下に説明する。 <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.
図3の下段に示した実運送状態DS2は、車両が運送の途中で渋滞エリアを通過する場合の実際の運送状態の推移を表している。図3の実運送状態DS2について以下に説明する。 <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)出発地において荷積みを完了した車両は、時刻t21(9:00)で走行区間Trip1の走行を開始する。また、時刻t22で渋滞が発生しているエリアに到達したため走行区間Trip1の走行が終了して停車中区間RE1に移行する。したがって、車両はエンジンを停止し、イグニッションIGNがオフに切り替わる。
(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)また、停車中区間RE1の中では道路渋滞のため車両が走行を再開できないので、停車中区間RE1の時間長は例えば1時間程度に長くなる場合も予想される。そのため、実運送状態DS2における停車中区間RE1の時間長は運送計画DS0と比べて大きくずれることになる。
(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)そして、道路の渋滞が解消された時刻t23で、この車両はエンジンを再始動するためにイグニッションがオンに切り替わる。そして、この車両は走行を再開し、時刻t24になるまで走行区間Trip2の走行を行う。また、時刻t24で走行区間Trip2の走行を終了してエンジンを停止し、イグニッションがオフに切り替わる。
(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)その後、この車両は時刻t25まで停車中区間RE2で停車状態を維持する。停車中区間RE2の時間長は、この例では0.25時間である。この停車中区間RE2は、車両の安全な運転状態を維持するために必要な休憩を運転手が取るために利用できる。
(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)この車両は、時刻t25になるとエンジンを再始動するためにイグニッションがオンに切り替わる。そして、この車両は走行を再開し、時刻t26になるまで走行区間Trip3の走行を行う。また、時刻t26で目的地に到着するので走行区間Trip3の走行が終了する。この場合の到着時刻t26は19:30である。
(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.
つまり、実運送状態DS2では運送計画DS0に比べて30分の運送遅延が生じているが、その原因は運転手のサボリとは無関係である。
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.
<車両監視システムの動作例>
<動作の手順>
車両監視システム100における各部の特徴的な動作例を図4に示す。 <Operation example of vehicle monitoring system>
<Operation procedure>
A characteristic operation example of each part in thevehicle monitoring system 100 is shown in FIG.
<動作の手順>
車両監視システム100における各部の特徴的な動作例を図4に示す。 <Operation example of vehicle monitoring system>
<Operation procedure>
A characteristic operation example of each part in the
なお、図4に示した各ステップS11~S18については、図1中の管理者端末30、車載器10、又はインターネット62上の図示しないサーバのいずれでも行うことが可能である。以下の説明においては、管理者端末30がS11~S18を実行する場合を想定して説明する。
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.
管理者端末30は、監視対象の運送車両のそれぞれについて、運送計画DS0における到着予定時刻t0を運送計画DB35から取得する(S11)。
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).
管理者端末30は、運送計画DS0の到着予定時刻t0に基づいて、到着前基準時刻t1を決定する(S12)。具体的には、到着予定時刻t0よりも一定時間(例えば30分)早い時刻を到着前基準時刻t1とする。
管理者端末30は、現在時刻が到着前基準時刻t1になるまでS13で待機する。 Theadministrator 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).
Theadministrator terminal 30 waits in S13 until the current time reaches the pre-arrival reference time t1.
管理者端末30は、現在時刻が到着前基準時刻t1になるまでS13で待機する。 The
The
現在時刻が到着前基準時刻t1になると、管理者端末30は該当する車両について、実運送状況の情報をS14で取得する。例えば、管理者端末30内の車両情報受信部32が車載器10から現在時刻における車両の現在位置P1や車速などの情報を取得する。
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 .
管理者端末30は、該当する車両が目的地に実際に到着すると考えられる予想到着時刻t2をS15で推定値として算出する。例えば、該当する車両における現在位置から目的地までの残り距離と、車両の平均走行速度とから残り所要時間Trを算出し、現在時刻に残り所要時間Trを加算した結果を予想到着時刻t2とする。
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. .
管理者端末30は、次のS16で該当する車両における予想遅延時間Tdを、到着予定時刻t0と予想到着時刻t2の差分として算出する。すなわち、該当する車両が運送計画DS0に比べて予想遅延時間Tdだけ遅延して目的地に到着すると推定されるので、荷物の輸送に予想遅延時間Tdの遅延が発生することが現時点で予想される。
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. .
管理者端末30は、次のS17で予想遅延時間Tdを事前に定めた閾値Tthと比較し、「Td>Tth」の条件を満たす場合にS18の処理を実行する。閾値Tthは例えば2時間とする。
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.
管理者端末30は、該当する車両を管理している管理者のスマートホン20に対して、到着の遅延警報を自動的に送信する。遅延警報の宛先の情報は予め管理者端末30に登録されている。
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.
一方、管理者端末30が送信した遅延警報は、スマートホン20によりS21で受信される。この遅延警報の受信により、スマートホン20上のアプリはS22以降の処理を実行する。
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.
スマートホン20は、遅延警報の対象車両について現在位置P1の情報をS22で取得する。なお、この現在位置P1の情報は車載器10から直接取得してもよいし、管理者端末30から取得してもよい。
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 .
スマートホン20の交通情報取得部25は、対象車両の現在位置P1に対応する道路交通情報をS23で取得する。
スマートホン20の渋滞識別部24は、交通情報取得部25がS23で取得した道路交通情報に基づき、渋滞発生の有無を識別する。また、渋滞が発生している場合には、S22で取得した現在位置P1が渋滞発生区間のエリア内に含まれているか否かをS24で識別する。 The trafficinformation 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 trafficcongestion 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.
スマートホン20の渋滞識別部24は、交通情報取得部25がS23で取得した道路交通情報に基づき、渋滞発生の有無を識別する。また、渋滞が発生している場合には、S22で取得した現在位置P1が渋滞発生区間のエリア内に含まれているか否かをS24で識別する。 The traffic
The traffic
現在位置P1が渋滞発生区間のエリア内にある場合には、次のS25で遅延証明作成部26が遅延証明情報を作成し、この遅延証明情報を含む画面を表示部27が自動的に表示する。この場合、同じ画面上に表示されている送信ボタンを管理者が押下すると、スマートホン20の動作はS26からS27の処理に進む。
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.
スマートホン20の遅延証明送信部29は、遅延証明作成部26の作成した渋滞証明情報をS27で荷主のスマートホン40に対して自動的に送信する。荷主のスマートホン40などを表す渋滞証明情報の宛先については、スマートホン20上、又は管理者端末30に事前に登録されている。
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 .
<時系列の状態変化>
車両監視システム100における時系列の状態変化の例を図5に示す。図5に示した状態変化について以下に説明する。 <Chronological status change>
FIG. 5 shows an example of time-series state changes in thevehicle monitoring system 100 . The state changes shown in FIG. 5 are described below.
車両監視システム100における時系列の状態変化の例を図5に示す。図5に示した状態変化について以下に説明する。 <Chronological status change>
FIG. 5 shows an example of time-series state changes in the
図5に示すように、運送計画DS0においてはそれぞれの運送車両が目的地に到着する到着予定時刻t0が事前に決められている。したがって、各運送車両の運転手は運送計画DS0のスケジュールから大きな時間ずれが生じないように車両を運行する。
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.
但し、車両の運行経路上で道路渋滞などが発生していると、図5に示すように実運送状態DS2の予想到着時刻t2は、予想遅延時間Tdだけ運送計画DS0の到着予定時刻t0に対して遅延する場合がある。
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.
管理者端末30は、運送計画DS0の到着予定時刻t0から一定時間T1だけ手前の到着前基準時刻t1において、実運送状態DS2における予想到着時刻t2を推定する。また、管理者端末30は到着予定時刻t0、予想到着時刻t2の差分として予想遅延時間Tdを算出することができる。
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.
予想遅延時間Tdが閾値よりも大きい場合には、図5に示すように管理者端末30は遅延警報をスマートホン20に対して自動的に送信する。
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.
また、遅延警報を受信したスマートホン20は、遅延の原因を特定するために、道路交通情報を取得する。そして、対象車両の現在位置P1で渋滞が発生している場合には、遅延証明作成部26で渋滞証明情報を作成し、遅延証明送信部29が荷主のスマートホン40に対して渋滞証明情報を送信する。
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.
荷主のスマートホン40は、管理者のスマートホン20から送信される渋滞証明情報を受信する。スマートホン40が渋滞証明情報を受信するタイミングは、到着予定時刻t0、予想到着時刻t2よりも前である。したがって、受信した渋滞証明情報に基づいて、荷主自身が現在の道路交通情報を取得して渋滞状況を確認し、渋滞証明情報が間違っていないことを確認することも可能である。
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.
<管理者用のスマートホンの画面表示>
管理者用のスマートホン20の画面表示例を図6に示す。また、運送状況地図51の表示例を図7に示す。
管理者用のスマートホン20は、管理者端末30からの遅延警報に基づき、図4のS25で例えば図6に示した画面を表示することができる。 <Smartphone screen display for administrator>
FIG. 6 shows a screen display example of thesmart phone 20 for the administrator. FIG. 7 shows a display example of the transportation status map 51. As shown in FIG.
The administratorsmart 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 .
管理者用のスマートホン20の画面表示例を図6に示す。また、運送状況地図51の表示例を図7に示す。
管理者用のスマートホン20は、管理者端末30からの遅延警報に基づき、図4のS25で例えば図6に示した画面を表示することができる。 <Smartphone screen display for administrator>
FIG. 6 shows a screen display example of the
The administrator
図6に示した画面の中には、運送状況地図51、日付52、出発地53、出発時刻54、遅延原因55、到着予想時刻56、現在地57、コメント欄58、送信ボタン59、及び印刷ボタン60が含まれている。
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.
運送状況地図51は、証明すべき現在の車両の状況を道路地図上に表したものであり、図7に示した例では、運行経路51a、渋滞発生区間51b、状況表示51c、出発地表示51d、及び目的地表示51eが含まれている。
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.
渋滞発生区間51bは、運行経路51aの道路上で実際に渋滞が発生している区間の始点から終点までの範囲を表している。状況表示51cは、この区間の道路が渋滞していることをアイコンのパターンにより視覚的に容易に把握できるように表している。
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.
図6の画面上の日付52は、この証明情報を作成した日付を日(d)/月(m)/年(y)の組み合わせで表現した情報である。
また、出発地53は該当する荷物を運送している車両の出発地点の場所を表し、出発時刻54はこの車両が実際に出発した時刻を表している。 Thedate 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 ofdeparture 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.
また、出発地53は該当する荷物を運送している車両の出発地点の場所を表し、出発時刻54はこの車両が実際に出発した時刻を表している。 The
Also, the place of
画面上の遅延原因55の内容は、スマートホン20が取得した道路交通情報に基づいて特定した遅延の理由を表すものであり、図6の例では「交通渋滞」が理由であることが示されている。
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.
画面上の到着予想時刻56は、管理者端末30がS15の処理で推定した予想到着時刻t2と同じ時刻である。
画面上の現在地57は、該当する車両の車載器10から送信された最新の現在位置P1の情報とほぼ同じ内容である。 The estimatedarrival 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.
Thecurrent 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.
画面上の現在地57は、該当する車両の車載器10から送信された最新の現在位置P1の情報とほぼ同じ内容である。 The estimated
The
画面上のコメント欄58は、運送遅延について荷主に対するお詫びのメッセージを記載するために利用できる。交通渋滞の場合は運送業者側に責任はないが、事前に定めた形式的なお詫びのメッセージを自動的に遅延証明情報に付加することが想定される。
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.
画面上の送信ボタン59は、図4のS26で管理者からの送信確認の操作を受け付けるために利用される。また、印刷ボタン60は図6の画面に表示した遅延証明情報を印刷するための入力操作を受け付けるために利用される。
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.
スマートホン20がスマートホン40に送信する遅延証明情報は、例えば図6中に示した運送状況地図51、日付52、出発地53、出発時刻54、遅延原因55、到着予想時刻56、現在地57、及びコメント欄58の各情報を含んでいる。
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.
なお、運送遅延の理由については、一般的な交通渋滞の他に、関所通過の場合も考えられる。諸外国においては、州を跨ぐ境界に関所が配置されている場合がある。関所を通過する各車両については、州の税金に関する書類に必要事項を記入したり、必要に応じて荷物検査が行われる。したがって、各車両が関所を通過する際に比較的長い時間に亘り停車した状態で待機しなければならず、運送遅延の原因になる。
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.
各関所の所在地は既知であるので、事前に登録された関所エリアの位置情報と車両の現在位置P1とをスマートホン20又は管理者端末30が比較することで、関所通過に該当するか否かを自動的に識別できる。
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.
以上のように、本実施形態に係る車両監視システム100においては、道路の交通渋滞のように運送業者の責任とは無関係の理由により運送遅延が発生する場合に、その理由を証明するために利用可能な情報を、管理者のスマートホン20から荷主のスマートホン40に対して自動的に送信可能である。しかも、荷物の運送が完了する前に、遅延発生が予想される時点で遅延証明情報を送信できる。そのため、遅延証明情報に間違いがないかどうかを荷主側で確認することも容易であり、遅延証明情報を効果的に利用できる。したがって、運送業者側に責任がない運送遅延を理由として、運送費用が減額されるのを避けることが可能になる。
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.
また、各車両に搭載した車載器10から送信される車両情報や、遅延証明管理部38が把握している遅延証明情報を運行記録DB34に記録して保持できる。運行記録DB34の情報を必要に応じて解析することにより、各運転手個人の能力を正確に把握し正しく評価することが可能になる。例えば、運送業務中にサボりやすい運転手や、速度違反などの無謀運転をしやすい運転手などを見つけることが容易になり、適切な指導により運送品質の改善に役立てることが可能になる。
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.
なお、本開示は、上述した実施形態に限定されるものではなく、適宜、変形、改良、等が可能である。その他、上述した実施形態における各構成要素の材質、形状、寸法、数、配置箇所、等は本開示を達成できるものであれば任意であり、限定されない。
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.
上述した車両監視システムの特徴をそれぞれ以下[1]~[5]に簡潔に纏めて列記する。
[1] 運送車両が事前に定めた出発地点から事前に定めた目的地点までの特定区間を移動する間の運行状態を監視する車両監視システムであって、
前記運送車両の運行状態に遅延発生が予想される場合に、前記遅延を検知する遅延検出部(運送時刻管理部36、S14~S17)と、
前記遅延検出部の検知した遅延の原因を識別する原因識別部(渋滞識別部24、S22~S24)と、
前記遅延検出部の検知した遅延の原因に対応する遅延証明情報を作成する遅延証明作成部(遅延証明管理部38、S25)と、
前記遅延証明情報を、遅延対象荷物の荷主に対応付けられた特定のユーザ端末(スマートホン40)に対して送信する遅延証明送信部(遅延証明送信部29、S26、S27)と、
を備える車両監視システム(100)。 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 (transportationtime 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 (delayproof 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 (delayproof 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:
[1] 運送車両が事前に定めた出発地点から事前に定めた目的地点までの特定区間を移動する間の運行状態を監視する車両監視システムであって、
前記運送車両の運行状態に遅延発生が予想される場合に、前記遅延を検知する遅延検出部(運送時刻管理部36、S14~S17)と、
前記遅延検出部の検知した遅延の原因を識別する原因識別部(渋滞識別部24、S22~S24)と、
前記遅延検出部の検知した遅延の原因に対応する遅延証明情報を作成する遅延証明作成部(遅延証明管理部38、S25)と、
前記遅延証明情報を、遅延対象荷物の荷主に対応付けられた特定のユーザ端末(スマートホン40)に対して送信する遅延証明送信部(遅延証明送信部29、S26、S27)と、
を備える車両監視システム(100)。 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
A cause identification unit (
a delay proof creation unit (delay
a delay proof transmission unit (delay
A vehicle monitoring system (100) comprising:
上記[1]の構成の車両監視システムによれば、道路の交通渋滞のように運送業者の責任とは無関係の理由により運送遅延が発生する場合に、その理由を証明するために利用可能な情報を荷主に対して自動的に送信可能である。しかも、荷物の運送が完了する前に、
遅延発生が予想される時点で遅延証明情報を送信できる。そのため、遅延証明情報に間違いがないかどうかを荷主側で確認することも容易であり、遅延証明情報を効果的に利用できる。したがって、運送業者側に責任がない運送遅延を理由として、運送費用が減額されるのを避けることが可能になる。 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.
遅延発生が予想される時点で遅延証明情報を送信できる。そのため、遅延証明情報に間違いがないかどうかを荷主側で確認することも容易であり、遅延証明情報を効果的に利用できる。したがって、運送業者側に責任がない運送遅延を理由として、運送費用が減額されるのを避けることが可能になる。 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] 前記原因識別部は、道路上で長い時間の停車状態発生が見込まれる渋滞エリアの情報を取得する渋滞情報取得部(交通情報取得部25、S23)を含み、
前記遅延証明作成部は、前記運送車両の現在位置が前記渋滞エリア内にある場合は、道路の渋滞を表す遅延証明情報を作成する(S24、S25)、
上記[1]に記載の車両監視システム。 [2] The cause identification unit includes a congestion information acquisition unit (trafficinformation 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.
前記遅延証明作成部は、前記運送車両の現在位置が前記渋滞エリア内にある場合は、道路の渋滞を表す遅延証明情報を作成する(S24、S25)、
上記[1]に記載の車両監視システム。 [2] The cause identification unit includes a congestion information acquisition unit (traffic
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.
上記[2]の構成の車両監視システムによれば、運送車両の移動経路上の道路における交通渋滞に起因して運送遅延の発生が予想される場合に、運送遅延の原因が交通渋滞にあることを証明するために利用可能な情報を自動的に作成できる。
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] 前記遅延検出部は、前記運送車両について事前に定めた運送計画の目的地到着時刻(到着予定時刻t0)よりも前に、目的地への予想到着時刻(t2)を推定し、前記予想到着時刻が所定の条件(S17)を満たす場合に、前記運送車両が前記目的地へ到着する前に前記遅延を検知して警報を出力する(S18)、
上記[1]又は[2]に記載の車両監視システム。 [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].
上記[1]又は[2]に記載の車両監視システム。 [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].
上記[3]の構成の車両監視システムによれば、運送車両が目的地に到着する前に、すなわち荷物の運送が完了する前に、推定した予想到着時刻に基づいて遅延発生が予想される時点で遅延証明情報を送信できる。そのため、遅延証明情報に間違いがないかどうかを荷主側で確認することも容易であり、遅延証明情報を効果的に利用できる。
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] 前記遅延証明送信部は、前記警報が発生した後、前記運送車両を監視する管理者からの所定の入力操作を受け付けた場合に(S26)前記遅延証明情報の送信を実行する
(S27)、
上記[3]に記載の車両監視システム。 [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.
(S27)、
上記[3]に記載の車両監視システム。 [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.
上記[4]の構成の車両監視システムによれば、前記遅延証明情報が荷主側に送信される前に、その内容を管理者が確認することができる。そのため、価値のない遅延証明情報や内容に間違いのある遅延証明情報が荷主側に送信されるのを避けることが容易である。
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] 前記遅延証明作成部は、前記運送車両の現在位置(P1)を含む所定範囲の道路地図と、少なくとも前記現在位置の近傍における道路の渋滞状況を含む遅延証明情報(図6参照)を作成する、
上記[1]から[4]のいずれかに記載の車両監視システム。 [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.
上記[1]から[4]のいずれかに記載の車両監視システム。 [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.
上記[5]の構成の車両監視システムによれば、作成した遅延証明情報の内容から、監視対象の車両の現在位置と、遅延発生の原因となるエリアとの位置関係を、運送業者側の管理者や荷主が容易に把握可能になる。
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.
以上、図面を参照しながら各種の実施の形態について説明したが、本発明はかかる例に限定されないことは言うまでもない。当業者であれば、特許請求の範囲に記載された範疇内において、各種の変更例又は修正例に想到し得ることは明らかであり、それらについても当然に本発明の技術的範囲に属するものと了解される。また、発明の趣旨を逸脱しない範囲において、上記実施の形態における各構成要素を任意に組み合わせてもよい。
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.
なお、本出願は、2021年10月18日出願の日本特許出願(特願2021-170277)に基づくものであり、その内容は本出願の中に参照として援用される。
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.
10 車載器
11 停車検出部
12 現在位置検出部
13 車両情報通知部
14,21 無線通信モジュール
20,40 スマートホン
22 遅延警報受信部
23 遅延警報処理部
24 渋滞識別部
25 交通情報取得部
26 遅延証明作成部
27 表示部
28 操作部
29 遅延証明送信部
30 管理者端末
31 通信部
32 車両情報受信部
33 車両情報表示部
34 運行記録DB
35 運送計画DB
36 運送時刻管理部
37 遅延警報送信部
38 遅延証明管理部
51 運送状況地図
51a 運行経路
51b 渋滞発生区間
51c 状況表示
51d 出発地表示
51e 目的地表示
52 日付
53 出発地
54 出発時刻
55 遅延原因
56 到着予想時刻
57 現在地
58 コメント欄
59 送信ボタン
60 印刷ボタン
61 無線通信網
62 インターネット
100 車両監視システム
DS0 運送計画
DS2 実運送状態
P1 現在位置
RE1,RE2 停車中区間
SG1 イグニッション信号
SG2 車速信号
SG3 停車検知信号
SG21 遅延警報信号
SG22 交通情報
SG23,SG24 遅延証明信号
t0 到着予定時刻
t1 到着前基準時刻
t2 予想到着時刻
Td 予想遅延時間
Trip1,Trip2,Trip3 走行区間 REFERENCE SIGNSLIST 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 Transportationtime 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
11 停車検出部
12 現在位置検出部
13 車両情報通知部
14,21 無線通信モジュール
20,40 スマートホン
22 遅延警報受信部
23 遅延警報処理部
24 渋滞識別部
25 交通情報取得部
26 遅延証明作成部
27 表示部
28 操作部
29 遅延証明送信部
30 管理者端末
31 通信部
32 車両情報受信部
33 車両情報表示部
34 運行記録DB
35 運送計画DB
36 運送時刻管理部
37 遅延警報送信部
38 遅延証明管理部
51 運送状況地図
51a 運行経路
51b 渋滞発生区間
51c 状況表示
51d 出発地表示
51e 目的地表示
52 日付
53 出発地
54 出発時刻
55 遅延原因
56 到着予想時刻
57 現在地
58 コメント欄
59 送信ボタン
60 印刷ボタン
61 無線通信網
62 インターネット
100 車両監視システム
DS0 運送計画
DS2 実運送状態
P1 現在位置
RE1,RE2 停車中区間
SG1 イグニッション信号
SG2 車速信号
SG3 停車検知信号
SG21 遅延警報信号
SG22 交通情報
SG23,SG24 遅延証明信号
t0 到着予定時刻
t1 到着前基準時刻
t2 予想到着時刻
Td 予想遅延時間
Trip1,Trip2,Trip3 走行区間 REFERENCE SIGNS
35 Transport plan DB
36 Transportation
Claims (5)
- 運送車両が事前に定めた出発地点から事前に定めた目的地点までの特定区間を移動する間の運行状態を監視する車両監視システムであって、
前記運送車両の運行状態に遅延発生が予想される場合に、前記遅延を検知する遅延検出部と、
前記遅延検出部の検知した遅延の原因を識別する原因識別部と、
前記遅延検出部の検知した遅延の原因に対応する遅延証明情報を作成する遅延証明作成部と、
前記遅延証明情報を、遅延対象荷物の荷主に対応付けられた特定のユーザ端末に対して送信する遅延証明送信部と、
を備える車両監視システム。 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. - 前記原因識別部は、道路上で長い時間の停車状態発生が見込まれる渋滞エリアの情報を取得する渋滞情報取得部を含み、
前記遅延証明作成部は、前記運送車両の現在位置が前記渋滞エリア内にある場合は、道路の渋滞を表す遅延証明情報を作成する、
請求項1に記載の車両監視システム。 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 . - 前記遅延検出部は、前記運送車両について事前に定めた運送計画の目的地到着時刻よりも前に、目的地への予想到着時刻を推定し、前記予想到着時刻が所定の条件を満たす場合に、前記運送車両が前記目的地へ到着する前に前記遅延を検知して警報を出力する、
請求項1又は請求項2に記載の車両監視システム。 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. - 前記遅延証明送信部は、前記警報が発生した後、前記運送車両を監視する管理者からの所定の入力操作を受け付けた場合に前記遅延証明情報の送信を実行する、
請求項3に記載の車両監視システム。 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. - 前記遅延証明作成部は、前記運送車両の現在位置を含む所定範囲の道路地図と、少なくとも前記現在位置の近傍における道路の渋滞状況を含む遅延証明情報を作成する、
請求項1から請求項4のいずれか1項に記載の車両監視システム。 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.
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JP2002245133A (en) * | 2001-02-13 | 2002-08-30 | Casio Comput Co Ltd | Device, method and processing program for traffic control |
JP2002257561A (en) * | 2001-03-02 | 2002-09-11 | Denso Corp | Traffic congestion information providing device |
JP2019091365A (en) * | 2017-11-17 | 2019-06-13 | アイシン・エィ・ダブリュ株式会社 | Operation management system and operation management program |
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JP2002245133A (en) * | 2001-02-13 | 2002-08-30 | Casio Comput Co Ltd | Device, method and processing program for traffic control |
JP2002257561A (en) * | 2001-03-02 | 2002-09-11 | Denso Corp | Traffic congestion information providing device |
JP2019091365A (en) * | 2017-11-17 | 2019-06-13 | アイシン・エィ・ダブリュ株式会社 | Operation management system and operation management program |
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