JP6023447B2 - In-vehicle information recording device - Google Patents

Description

  The present invention relates to an in-vehicle information recording device that automatically collects and stores information related to the operation status of a vehicle on the vehicle.

  For example, in a transportation company that performs transportation work using vehicles such as taxis, buses, trucks, etc., it is an important issue to promote safe driving for each in-house crew member and prevent accidents.

  Therefore, for example, an operation recording device called “digital tachograph” is used so that the managers located in the carrier's company can always check whether each crew member is actually performing safe driving on a daily basis. Has been.

  This digital tachograph is installed in each vehicle such as a taxi, bus, truck, etc., and information such as speed and engine speed obtained every fixed time (for example, 0.5 seconds) is stored in a storage device such as a memory card or cloud. It is automatically recorded in the system.

  Therefore, the administrator reads the data collected by the digital tachograph from the memory card using, for example, an analysis program installed in a personal computer installed in the sales office, and examines this data in detail to For each crew member, the travel time, travel distance, maximum speed, average speed, speed over time, speed over frequency, engine speed over time and over speed, sudden start, rapid acceleration, sudden deceleration, idling time, etc. It is possible to promote safe driving and economical driving for each crew member based on the grasped result.

  In addition, when a vehicle is actually running, a technology is also known for the digital tachograph, which is a vehicle-mounted device, to automatically evaluate whether or not the vehicle is in a safe operating state and to record the result of the evaluation on a recording medium. (Patent Document 1).

  On the other hand, for example, Patent Document 2 discloses a conventional technique related to a vehicle navigation device. Patent Document 2 proposes a technique for automatically detecting the intrusion of a vehicle on a ramp road such as a ramp connected to a highway or a general road.

  Specifically, the gradient of the road surface is detected using a 3D gyroscope sensor. Further, a sensor for detecting the gradient by the displacement of the vehicle suspension is combined. In addition, information on the slope road is registered in the map data, and the slope is determined when the current position of the vehicle approaches the slope road.

  Also, Patent Document 3 discloses a conventional technology of a navigation device. In Patent Document 3, the inclination of the road surface is detected using a pitch gyro sensor. In addition, based on the detected slope of the road surface and the contents of a table prepared in advance, it is determined whether the currently traveling road is a branch road or a main road.

JP 2009-199328 A JP 2007-285712 A JP 2011-38884 A

  For example, as in the vehicle-mounted device disclosed in Patent Document 1, when automatically evaluating whether or not the vehicle is in a safe driving state, an appropriate evaluation is performed unless the situation in which the vehicle is actually traveling is taken into consideration. I can't do it.

  For example, when evaluating whether or not the vehicle is operating at a safe speed, it is assumed that the actual travel speed (vehicle speed) is compared with a predetermined upper limit reference value (threshold value) of the vehicle speed. However, the situation is completely different between traveling on a general road and traveling on a highway. Therefore, it is necessary to switch the upper limit value of the vehicle speed referred to in the evaluation according to the type of road that is running (general road / highway).

  In order to carry out such switching, the vehicle-mounted device that performs the evaluation must grasp the type of road that is running. Therefore, in the conventional vehicle-mounted device, the type of the road on which the vehicle-mounted device is grasping can be switched by a button operation of a crew member driving the vehicle. However, in such switching, the burden on the operation of the crew is large, and if the operation is forgotten, an erroneous evaluation is performed.

  For example, if you are traveling on a highway where ETC (Electronic Toll Collection) equipment is installed at the entrance gate and exit gate, the vehicle-mounted device will run using this ETC equipment. It is also possible to automatically identify the type of road inside. However, some highways do not have ETC equipment, and there are cases where ETC equipment exists some hundreds of meters to several kilometers away from the entrance of expressways and exclusive roads, so the type of road cannot be properly identified. There are many cases.

  Therefore, it is also assumed that the vehicle-mounted device automatically identifies the type of road using the technology of the vehicle navigation device such as Patent Document 2 and Patent Document 3. However, in order to use the techniques of Patent Document 2 and Patent Document 3, it is necessary to provide a vast amount of map data in which information on the slope of each point on the road is registered in advance. In order to mount the map data, a large-capacity storage device or a drive for reading data from a recording medium such as a DVD disk is necessary, and the map data itself is expensive.

  In the case of a vehicle-mounted device such as a digital tachograph, navigation such as display of a map is generally not performed. Therefore, if the map data is newly mounted on the digital tachograph only for the purpose of discriminating the type of road, the accompanying increase in cost is too great. Also, when using the map data for navigation as it is to identify the type of road that is running, there is a possibility that the type of road may not be switched at an appropriate timing. Don't be.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide information that can be used to automatically determine the type of road on which the vehicle is traveling without incurring a significant increase in device cost. An object of the present invention is to provide an in-vehicle information recording device that can be obtained.

In order to achieve the above-described object, the in-vehicle information recording apparatus according to the present invention is characterized by the following (1) to (3).
(1) An on-vehicle information recording device that automatically collects and stores information on at least the operation status of the vehicle on the vehicle,
A position information acquisition unit for acquiring vehicle position information representing the current position of the vehicle;
A height displacement detection unit capable of detecting a change in a vertical position of the vehicle;
A gradient of the traveling road surface is acquired based on a change in the vertical position detected by the height displacement detector, and a slope satisfying a predetermined condition is identified based on the gradient, including distinction between an uphill and a downhill. Slope identification part,
Information storage for associating at least the vehicle position information acquired by the position information acquisition unit with information related to the slope including the distinction between the uphill and the downhill detected by the slope identification unit and storing it in a predetermined information recording area as operation data A control unit;
Information about the hill about a plurality of hills recorded in a part of the operation data and information about each hill consisting only of the vehicle position information associated with the plurality of hills are acquired as switching point information. A switching point information acquisition unit;
Wherein the current position of the vehicle position information acquiring unit has acquired, based on the fact that the position of one slope of the plurality of slope included in the switching point information is determined to have substantially matched, the slope When the identification result of the identification unit is compared with only the information about the hill, when the information about the hill indicates an uphill and the hill identification unit also identifies the uphill, the general road to the expressway Or when it is recognized that the road is switched to an automobile-only road, the information about the slope indicates a downhill, and the slope identifying unit is also in a state of identifying the downhill, a general road from the expressway or the automobile-only road And a road identification unit that recognizes that the switch is to.
(2) The on-vehicle information recording device according to (1) above,
The height displacement detector includes an atmospheric pressure sensor, and calculates an altitude from the atmospheric pressure detected by the atmospheric pressure sensor.
(3) The on-vehicle information recording device according to (1) or (2) above,
A safe driving evaluation unit that outputs an evaluation result related to safe driving by comparing at least one of the vehicle speed and the engine rotational speed of the vehicle with a threshold;
The safe driving evaluation unit changes the threshold value from a general road threshold value to a highway threshold value when the traveling road identification unit recognizes a change from a general road to a highway or a motorway, and the driving When the road identification unit recognizes a change from an expressway or a motorway to a general road, the threshold is changed from the expressway threshold to the general road threshold.

According to the in-vehicle information recording device having the configuration (1), information that can be used to automatically determine the type of road on which the vehicle is traveling can be acquired as operation data. In other words, highways and exclusive roads are often higher than ordinary roads as elevateds, and there are slopes at connection points for road switching. Since the operation data representing the position of the slope is stored, it is possible to determine the switching between the highway and the general road or the switching between the exclusive road and the general road based on the stored operation data.
Furthermore, when the vehicle travels in the vicinity of the position of the switching point information, the travel path identifying unit can automatically grasp the type of road to be traveled. By assigning data at an appropriate position as the switching point information from among a large number of operation data collected in advance, it becomes possible to switch the road type grasped by the travel path identifying unit at an appropriate position.
According to the in-vehicle information recording apparatus having the configuration (2), since it is possible to know the altitude, that is, the change in the position in the vertical direction from the change in atmospheric pressure, the slope having a predetermined gradient from the change in atmospheric pressure during traveling of the vehicle. Can be detected.
According to the in-vehicle information recording device having the above configuration ( 3 ), it is possible to automatically switch the threshold value to an appropriate value according to the type of road on which the vehicle is actually traveling. Can be carried out.

  According to the in-vehicle information recording device of the present invention, it is possible to acquire information that can be used to automatically determine the type of road on which the vehicle is traveling without incurring a significant increase in device cost. Therefore, in an in-vehicle information recording device such as a digital tachograph that is not equipped with map data, it can be used to automatically determine the type of road that is running.

  The present invention has been briefly described above. Further, the details of the present invention will be further clarified by reading through a mode for carrying out the invention described below (hereinafter referred to as “embodiment”) with reference to the accompanying drawings. .

FIG. 1 is a block diagram illustrating a configuration example of the in-vehicle information recording device according to the embodiment. FIG. 2 is a flowchart showing an outline of the operation of the slope detection unit. FIG. 3 is a schematic diagram illustrating a configuration example of recorded operation data. FIG. 4 is a flowchart showing slope registration processing in the digital tachograph body. FIG. 5 is a block diagram illustrating a configuration example of a management device arranged in an office or the like. FIG. 6 is a schematic diagram illustrating a configuration example of the switching point information. FIG. 7 is a flowchart showing main operations of the management apparatus shown in FIG. FIG. 8 is a front view showing a specific example of the contents displayed on the screen of the management apparatus shown in FIG. FIG. 9 is a flowchart showing a road switching process in the digital tachograph body.

  Specific embodiments relating to the in-vehicle information recording apparatus of the present invention will be described below with reference to the drawings.

<Hardware configuration example of in-vehicle information recording device>
An example of the hardware configuration of the in-vehicle information recording apparatus 100 in this embodiment is shown in FIG.
As shown in FIG. 1, an in-vehicle information recording device 100 that is an in-vehicle device includes a digital tachograph body 110, a slope detection unit 130, a driving condition evaluation unit 140, a warning output unit 150, a GPS receiver 160, and an operation unit 170. ing.

  A vehicle speed sensor 11 and an engine rotation sensor 12 are connected to the digital tachograph body 110. A vehicle speed sensor 11 and an atmospheric pressure sensor 13 are connected to the slope detection unit 130. Further, the operation recording memory card 21 and the setting memory card 22 can be attached to the digital tachograph main body 110.

  The vehicle speed sensor 11 is mounted on the vehicle side, and outputs a pulse signal called a vehicle speed pulse each time the transmission output shaft of the vehicle rotates a predetermined amount. By grasping the number of pulses and the generation cycle of these vehicle speed pulses, it is possible to grasp the moving distance and traveling speed (vehicle speed) of the vehicle.

  The engine rotation sensor 12 is mounted on the vehicle side and outputs a pulse signal each time the engine drive shaft rotates a predetermined amount. By grasping the generation period of this pulse signal, the engine speed (rpm) can be grasped.

  The atmospheric pressure sensor 13 can output an electrical signal corresponding to the atmospheric pressure (atmospheric pressure). The atmospheric pressure fluctuates under the influence of weather conditions. Further, when the weather condition is constant, the atmospheric pressure changes according to the difference in altitude of the measurement points. Further, when the measurement point moves in the height direction (vertical direction), the atmospheric pressure varies accordingly. Therefore, it is possible to estimate the altitude (elevation) of the measurement point or detect a change in altitude based on the signal output from the atmospheric pressure sensor 13.

  The slope detection unit 130 automatically detects a slope while the vehicle is traveling based on the signal output from the atmospheric pressure sensor 13 and the signal output from the vehicle speed sensor 11. This operation will be described in detail later.

  As shown in FIG. 1, the digital tachograph body 110 includes a microcomputer (CPU) 111, a nonvolatile memory (EEPROM) 112, interfaces (I / F) 113 to 120, and a clock circuit 121.

  The microcomputer 111 implements various control functions required for the digital tachograph main body 110 by executing a predetermined program stored therein in advance. The specific processing contents of the microcomputer 111 will be described later.

  The nonvolatile memory 112 holds data such as various constants referred to by the microcomputer 111. Since it is non-volatile, data is retained as it is even when supply of power is stopped. The contents of data held in the nonvolatile memory 112 can be rewritten as necessary. In the example shown in FIG. 1, data read from the setting memory card 22 by the microcomputer 111 can be written and registered in the nonvolatile memory 112.

  The clock circuit 121 can grasp the current time (hour: minute: second) and date, or the elapsed time from a certain point in time, by counting predetermined clock pulses having a constant period. The microcomputer 111 can acquire information such as the current date and time by accessing the clock circuit 121.

  The vehicle speed sensor 11, the engine rotation sensor 12, the GPS receiver 160, and the operation unit 170 are connected to the microcomputer 111 via interfaces 113, 114, 115, and 116, respectively. The slope detection unit 130 is connected to the microcomputer 111 via the interface 117, and the driving condition evaluation unit 140 is connected to the microcomputer 111 via the interface 118.

  The interfaces 119 and 120 have a slot in which a predetermined memory card can be mounted, and the operation recording memory card 21 and the setting memory card 22 can be mounted. The operation recording memory card 21 and the setting memory card 22 are detachable from the interfaces 119 and 120. The microcomputer 111 can access the operation recording memory card 21 via the interface 119, and can access the setting memory card 22 via the interface 120.

  The operation recording memory card 21 and the setting memory card 22 are constituted by a nonvolatile memory such as a flash memory. The operation record memory card 21 is routinely used to store operation data collected by the digital tachograph body 110. That is, it is attached to the digital tachograph main body 110 before starting the operation of the vehicle, and during the operation of the vehicle, various data collection results relating to the operation of the vehicle are written to the operation recording memory card 21.

  The setting memory card 22 is attached to the digital tachograph body 110 when various parameters for determining the operating conditions of the digital tachograph body 110 need to be changed.

  The driving situation evaluation unit 140 automatically evaluates the driving situation in real time during operation of the vehicle. Specifically, “Vehicle speed excess” indicating a state in which the vehicle speed exceeds a predetermined upper limit value (threshold value), or “Engine speed excess” indicating a state in which the engine speed exceeds a predetermined upper limit value. Is detected. That is, by comparing the vehicle speed and engine rotation speed detected in real time with threshold values, an evaluation result is output regarding the occurrence of a dangerous situation.

  The warning output unit 150 issues a warning to the crew when a dangerous driving situation occurs. The warning output unit 150 actually has at least one function such as output of sound, output of alarm sound such as a buzzer, blinking of display, etc., and the driving condition evaluation unit 140 can display “overspeed” or “engine speed”. A warning is given to the crew when "excess" is detected.

  The GPS receiver 160 receives radio waves coming from a plurality of GPS (Global Positioning System) satellites, and calculates the current position of the receiving point, that is, the current position (latitude / longitude) of the vehicle based on the time difference between these radio waves. Can be sought. Therefore, the digital tachograph main body 110 can acquire information on the current position of the vehicle from the GPS receiver 160.

  The operation unit 170 has various buttons and switches that can accept an input operation of a crew member. The in-vehicle information recording device 100 shown in FIG. 1 has a function of automatically grasping the type of road (highway or exclusive road and general road) on which the host vehicle is running. When not switching, it is also possible to switch the road type according to the crew member's input operation to the operation unit 170.

<Operation of the slope detection unit>
An outline of the operation of the slope detection unit 130 is shown in FIG. This operation is realized by processing of a microcomputer (not shown) built in the slope detection unit 130. The operation shown in FIG. 2 will be described below.

  In step S11, the slope detection unit 130 inputs a pulse signal from the vehicle speed sensor 11, and counts the number of pulses and detects a pulse period.

  In step S12, the slope detection unit 130 calculates the moving distance of the vehicle from a certain point based on the count value of the number of pulses counted in step S11.

  In step S13, the slope detection unit 130 converts the signal output from the atmospheric pressure sensor 13 into a digital signal, and acquires data representing the latest atmospheric pressure.

  In step S14, the slope detection unit 130 calculates the altitude (elevation equivalent to the road surface) at the current vehicle position from the atmospheric pressure data acquired in step S13. Specifically, the altitude H [m] can be calculated using the following calculation formula.

H = k1 * (1- (P / k2 * Pa) ^ k3)
k1, k2, k3: constant P: detected atmospheric pressure Pa: reference atmospheric pressure

  In practice, the barometric pressure sensor 13 is calibrated under a predetermined condition, and the reference barometric pressure (Pa) and the constants k1 to k3 are adjusted as necessary to calculate a correct altitude with high accuracy. It becomes possible.

  In step S15, the slope detection unit 130 grasps the slope of the road surface on which the vehicle is currently traveling. Specifically, the gradient up / down and the grade of the gradient are identified based on the travel distance within a certain time detected in step S12 and the change in altitude within the certain time detected in step S14.

  In step S16, based on the slope detected by the slope detection unit 130 in step S15, it is determined whether or not the slope satisfies a predetermined condition. When the absolute value of the gradient is greater than or equal to a predetermined value, it is recognized that the vehicle is traveling on an uphill or downhill road.

  In step S <b> 17, the slope detection unit 130 outputs the altitude information acquired in step S <b> 14 and the slope determination result in step S <b> 16 to the digital tachograph body 110.

<Configuration example of operation data>
A configuration example of the recorded operation data is shown in FIG. That is, the in-vehicle information recording device 100 shown in FIG. 1 writes and saves the operation data having the configuration shown in FIG. 3 on the operation recording memory card 21 under a certain condition.

  In the example shown in FIG. 3, the operation data includes information on time, current position, vehicle speed, engine speed, mileage, slope detection, speed limit excess, engine speed limit excess, and altitude information. Yes.

  Time information D1n (n: 1, 2, 3,...) Represents the time when the corresponding information is acquired. The current position information D2n (n: 1, 2, 3,...) Represents the current position (latitude / longitude) in the horizontal plane of the vehicle when the corresponding information is acquired. Vehicle speed information D3n (n: 1, 2, 3,...) Represents the moving speed of the vehicle when the corresponding information is acquired.

  Engine rotation speed information D4n (n: 1, 2, 3,...) Represents the engine rotation speed of the vehicle when the corresponding information is acquired. The travel distance information D5n (n: 1, 2, 3,...) Represents the travel distance of the vehicle (the travel distance after a certain point in time) when the corresponding information is acquired. The slope detection information D6n (n: 1, 2, 3,...) Represents whether or not a slope satisfying a predetermined condition has been detected when the corresponding information is acquired, and whether the slope is up / down.

  The limit speed excess information D7n (n: 1, 2, 3,...) Represents whether or not the vehicle speed when the corresponding information was acquired exceeded a predetermined upper limit value of the vehicle speed. Whether the engine speed limit exceeded information D8n (n: 1, 2, 3,...) Exceeded the predetermined upper limit value of the engine speed when the vehicle information was acquired. Indicates whether or not. The altitude information D9n (n: 1, 2, 3,...) Represents the height of the vehicle in the vertical direction when the corresponding information is acquired, that is, the altitude.

  For example, at a certain timing, the digital tachograph main body 110 acquires the third information D13, D23, D33, D43, D53, D63, D73, D83, and D93 shown in FIG. A set of operation data is written on the operation recording memory card 21.

<Slope registration process>
The slope registration process in the digital tachograph main body 110 is shown in FIG. That is, the microcomputer 111 of the digital tachograph main body 110 executes the process shown in FIG. 4, whereby the operation data including the slope information as shown in FIG. 3 can be written on the operation record memory card 21. The slope registration process in FIG. 4 will be described below.

  In step S21, the microcomputer 111 monitors the state of the slope detection unit 130 via the interface 117, and identifies whether or not the state where the host vehicle is traveling on a predetermined slope is detected. If detected, the process proceeds to the next step S22.

  In step S <b> 22, the microcomputer 111 acquires slope information from the slope detection unit 130. This slope information corresponds to the determination result of step S16 shown in FIG. 2, and includes information indicating the presence / absence of slope detection and the up / down classification of the slope.

  In step S23, the microcomputer 111 acquires information representing the current position (latitude / longitude) of the vehicle from the GPS receiver 160.

  In step S <b> 24, the microcomputer 111 acquires altitude (elevation) information at the current vehicle position from the slope detection unit 130.

  In step S25, the microcomputer 111 receives a set of operation data including the slope information acquired in step S22, the current position (latitude / longitude) information acquired in step S23, and the altitude information acquired in step S24. Write on the operation recording memory card 21. Further, when information such as the latest vehicle speed, engine speed, and travel distance is obtained at this time, these pieces of information are also collected as operation data belonging to the same group as information D1n to D9n shown in FIG. Record.

<Identification of the type of road on which the vehicle is traveling>
<Description of assumptions>
For example, the situation regarding the traveling of vehicles is greatly different between an expressway, an automobile-only road, and a general road. Therefore, when evaluating whether or not the vehicle is in a safe driving state, it is desirable to adjust the evaluation standard (such as the upper limit value of the vehicle speed) according to the type of road that is running.

  On the other hand, highways and exclusive roads for automobiles are often made higher than ordinary roads as elevated. For this reason, there is a slope on the connecting portion between a general road and an expressway or an automobile road. That is, when the road on which the vehicle travels switches from a general road to a highway, the vehicle switches to a highway after climbing an uphill. In addition, when the road on which the vehicle travels switches from a highway to a general road, it switches to a general road after going down a downhill.

  Therefore, if the information on the slope is used, it is possible to automatically identify the switching of the type of road on which the vehicle travels. Of course, there are slopes that are irrelevant to the switching of road types.

  In the in-vehicle information recording apparatus 100 shown in FIG. 1, the digital tachograph main body 110 automatically stores operation data including slope information (D6n) and position information (D2n) indicating the position as shown in FIG. Therefore, this operation data can be used for identifying the type of road.

<Generation of switching point information>
The above-described in-vehicle information recording device 100 mounted on the vehicle uses special “switching point information” in order to identify the type of road on which the vehicle is traveling while the vehicle is traveling. The generation of the switching point information will be described below.

<Configuration Example of Device for Generating Switching Point Information>
A configuration example of the management apparatus 201 that generates the switching point information is shown in FIG. This management device 201 is disposed, for example, in an office of a transportation company that owns and manages the corresponding vehicle.

  The management apparatus 201 shown in FIG. 5 is configured by an information processing apparatus such as a personal computer. As shown in FIG. 5, the management apparatus 201 can use a data registration application program 202, a map database 203, and memory card interfaces 204 and 205.

  Further, when generating the switching point information, as shown in FIG. 5, the above-described operation recording memory card 21 is attached to the memory card interface 205, and the setting memory card 22 is attached to the memory card interface 204.

  The operation record memory card 21 used in this case is one in which operation data as shown in FIG. 3 has already been recorded. The setting memory card 22 is used as a writing destination of the generated switching point information.

  Similar to the map data used by a general car navigation device, the map database 203 holds a large amount of map data including road information in advance. The data registration application program 202 supports the operation of the administrator who operates the management apparatus 201 and performs processing useful for generating switching point information.

<Configuration example of switching point information>
A configuration example of the switching point information is shown in FIG. In the example illustrated in FIG. 6, the switching point information includes information on a switching point number, a position of the switching point, uphill / downhill, and altitude of the switching point.

  The switching point number information P0n (n: 1, 2, 3,...) Represents a number assigned to each switching point information. The switching point position information P1n (n: 1, 2, 3,...) Represents the position (latitude / longitude) of the corresponding switching point. The uphill / downhill information P2n (n: 1, 2, 3,...) Represents the uphill / downhill slope at the corresponding switching point. The altitude information P3n (n: 1, 2, 3,...) Of the switching point represents the altitude (altitude) of the vehicle position at the corresponding switching point.

  The content of each switching point information shown in FIG. 6 is equivalent to the content of the operation data shown in FIG. That is, by extracting a part from the operation data recorded on the operation record memory card 21, each switching point information shown in FIG. 6 can be generated.

<Operation of Management Device 201>
FIG. 7 shows main operations of the management apparatus 201 shown in FIG. That is, when the management apparatus 201 executes the data registration application program 202, the operation shown in FIG. 7 is performed. FIG. 8 shows a specific example of contents displayed on the screen of the management apparatus 201 shown in FIG. The operation shown in FIG. 7 will be described below.

  In step S <b> 31, the management apparatus 201 reads operation data as shown in FIG. 3 from the operation recording memory card 21 via the memory card interface 205.

  In step S32, based on the position information of the operation data read in step S31, the management apparatus 201 reads map data of a region within a predetermined range including this position from the map database 203 and displays the map on the screen. Furthermore, the contents of the operation data are displayed on the map in an overlapping manner. Specifically, as shown in FIG. 8, a hill mark Ms is displayed at each location where a hill is detected on the operation route of the vehicle.

  On the other hand, the manager (operator of the management apparatus 201) who is viewing the displayed content of the screen with the screen as shown in FIG. 8 displays the slope mark Ms at the entrance / exit of an expressway interchange or the like from the map content. And a general slope mark Ms on the road can be easily distinguished. In other words, among many slopes (corresponding to each Ms) recorded as operation data, it is possible to distinguish between those that can be used as switching points that are likely to switch road types and those that do not.

  In step S <b> 33, the management apparatus 201 specifies a switching point according to an input operation by the administrator, and writes “switching point information” regarding the switching point on the setting memory card 22. That is, when the administrator designates any one of the displayed slope marks Ms by a mouse operation or the like, the management apparatus 201 selects specific operation data corresponding to the designated slope mark Ms. Then, the management apparatus 201 extracts necessary information from the selected specific operation data and registers it as n-th switching point information (P0n, P1n, P2n, P3n) as shown in FIG.

  In step S <b> 34, the management apparatus 201 writes necessary management information in the operation record memory card 21 so that the setting memory card 22 can be used by the digital tachograph body 110 as a registration card for “switching point information”. For example, ID information indicating that the card is a “switching point information” registration card and information such as the number of “switching point information” registered are written on the setting memory card 22.

<Road switching process>
The generated “switching point information” can be read by mounting the setting memory card 22 created by the processing shown in FIG. 7 on the digital tachograph main body 110 as shown in FIG. Actually, the microcomputer 111 reads each “switching point information” from the setting memory card 22 and registers it on the nonvolatile memory 112. Thereafter, the microcomputer 111 of the digital tachograph body 110 can refer to the “switching point information” as necessary by accessing the nonvolatile memory 112.

The contents of the road switching process in the digital tachograph body 110 are shown in FIG. The contents of the process shown in FIG. 9 will be described below.
In step S <b> 41, the microcomputer 111 acquires information on the current position (latitude / longitude) of the host vehicle from the GPS receiver 160.

  In step S42, the microcomputer 111 compares the current position (latitude / longitude) acquired in step S41 with the switching point position (P1n) of each “switching point information” registered in the nonvolatile memory 112. .

  As a result of the comparison in step S42, the microcomputer 111 selects the corresponding “switching point information” when the position is almost the same, and proceeds from step S43 to step S44.

  In step S <b> 44, the microcomputer 111 acquires the latest (currently detected) slope information from the slope detection unit 130.

  In step S45, the microcomputer 111 automatically identifies the type of road based on the latest slope information acquired in step S44 and the “switching point information” selected in step S43.

  For example, when the current position of the vehicle matches the switching point position P12 of the second “switching point information” shown in FIG. 6, the second “switching point information” is selected. Then, the information P22 indicating the uphill / downhill slope in the second “switching point information” is compared with the output of the slope detection unit 130. If the information P22 is “uphill” and the output of the slope detection unit 130 is also in a state where an uphill is detected, it is recognized that the road is switched from a general road to an expressway or an automobile-only road. Further, if the information P22 is “downhill” and the output of the slope detection unit 130 is also in a state where a downhill is detected, it is recognized that the road is switched from a highway or a motorway to a general road.

  If the microcomputer 111 detects a road change in step S45, the microcomputer 111 proceeds from step S46 to step S47.

  In step S47, the microcomputer 111 automatically switches the threshold value for evaluation in the driving condition evaluation unit 140 in accordance with the type of road after switching. Specifically, as the threshold values representing the upper limit value of the vehicle speed and the upper limit value of the engine speed used by the driving condition evaluation unit 140 in the evaluation, a general threshold value suitable for a general road, and an expressway or an automobile road A threshold for high speed suitable for the above is prepared in advance. When the road on which the vehicle is traveling is switched from a general road to an expressway or an automobile-only road, the microcomputer 111 gives a high-speed threshold value to the driving condition evaluation unit 140. When the road on which the vehicle is traveling is switched from a highway or an automobile-only road to a general road, the microcomputer 111 gives a general threshold value to the driving condition evaluation unit 140.

  Therefore, if there is a slope at a point where the road type (general road / highway or automobile road) is switched, the digital tachograph body 110 changes the grasped road type to the actual road type. It can be switched automatically.

<Possibility of deformation>
In the in-vehicle information recording apparatus 100 shown in FIG. 1, the collected operation data is stored on the operation recording memory card 21 connected to the digital tachograph body 110, and “switching point information” is digitally stored from the setting memory card 22. It is assumed that the tachograph body 110 is read. However, if a telematics function for performing wireless data communication on a vehicle is installed in the in-vehicle information recording apparatus 100, data can be exchanged with a server outside the vehicle.

  Therefore, for example, the operation data collected by the digital tachograph main body 110 can be transmitted to a server outside the vehicle by wireless communication, and the operation data can be stored on the server. It is also possible to obtain “switching point information” required by the digital tachograph main body 110 from a server outside the vehicle by wireless communication.

<Supplementary explanation>
(1) The in-vehicle information recording apparatus 100 shown in FIG. 1 includes a position information acquisition unit (160) that acquires vehicle position information that represents the current position of the vehicle, and a height that can detect a change in the vertical position of the vehicle. A slope detecting section (13) and a slope that identifies a slope satisfying a predetermined condition based on the slope based on the change in the vertical position detected by the height displacement detector and acquiring a slope of the traveling road surface Information relating to the hill detected by the identification unit (130) and the hill identification unit is associated with at least vehicle position information acquired by the position information acquisition unit, and predetermined information as operation data (data as shown in FIG. 3). An information storage control unit (111) for storing (S21 to S25) in the recording area (21).

(2) The height displacement detector of the in-vehicle information recording device 100 shown in FIG. 1 includes an atmospheric pressure sensor (13), and calculates an altitude from the atmospheric pressure detected by the atmospheric pressure sensor.

(3) The in-vehicle information recording device 100 shown in FIG. 1 includes a switching point information acquisition unit (120) that acquires a part of the operation data including the information on the slope as switching point information (data in FIG. 6); When the vehicle position information acquired by the position information acquisition unit substantially matches the position of the switching point information (S43), the vehicle is currently traveling based on the switching point information and a predetermined condition. The vehicle further includes a road identification unit (111, S45) that automatically selects a road type from a plurality of road types prepared in advance and grasps the driving situation.

(4) The in-vehicle information recording apparatus 100 shown in FIG. 1 further includes a safe driving evaluation unit (140) that compares at least one of the vehicle speed and engine rotational speed of the vehicle with a threshold value and outputs an evaluation result related to safe driving. The safe driving evaluation unit automatically changes the threshold value in accordance with a change in the road type selected by the travel path identification unit (S47).

DESCRIPTION OF SYMBOLS 11 Vehicle speed sensor 12 Engine rotation sensor 13 Atmospheric pressure sensor 21 Operation recording memory card 22 Setting memory card 100 Car-mounted information recording device 110 Digital tachograph body 111 Microcomputer 112 Non-volatile memory 113-120 Interface 121 Clock circuit 130 Slope detection unit 140 Driving Situation evaluation unit 150 Warning output unit 160 GPS receiver 170 Operation unit 201 Management device 202 Data registration application program 203 Map database 204, 205 Memory card interface

Claims (3)

An on-vehicle information recording device that automatically collects and stores at least information on the operation status of the vehicle on the vehicle,
A position information acquisition unit for acquiring vehicle position information representing the current position of the vehicle;
A height displacement detection unit capable of detecting a change in a vertical position of the vehicle;
A gradient of the traveling road surface is acquired based on a change in the vertical position detected by the height displacement detector, and a slope satisfying a predetermined condition is identified based on the gradient, including distinction between an uphill and a downhill. Slope identification part,
Information storage for associating at least the vehicle position information acquired by the position information acquisition unit with information related to the slope including the distinction between the uphill and the downhill detected by the slope identification unit and storing it in a predetermined information recording area as operation data A control unit;
Information about the hill about a plurality of hills recorded in a part of the operation data and information about each hill consisting only of the vehicle position information associated with the plurality of hills are acquired as switching point information. A switching point information acquisition unit;
Wherein the current position of the vehicle position information acquiring unit has acquired, based on the fact that the position of one slope of the plurality of slope included in the switching point information is determined to have substantially matched, the slope When the identification result of the identification unit is compared with only the information about the hill, when the information about the hill indicates an uphill and the hill identification unit also identifies the uphill, the general road to the expressway Or when it is recognized that the road is switched to an automobile-only road, the information about the slope indicates a downhill, and the slope identifying unit is also in a state of identifying the downhill, a general road from the expressway or the automobile-only road An in-vehicle information recording apparatus comprising: a traveling path identification unit that recognizes that the switching to The in-vehicle information recording apparatus according to claim 1, wherein the height displacement detection unit includes an atmospheric pressure sensor and calculates an altitude from an atmospheric pressure detected by the atmospheric pressure sensor. A safe driving evaluation unit that outputs an evaluation result related to safe driving by comparing at least one of the vehicle speed and the engine rotational speed of the vehicle with a threshold;
The safe driving evaluation unit changes the threshold value from a general road threshold value to a highway threshold value when the traveling road identification unit recognizes a change from a general road to a highway or a motorway, and the driving The road threshold is changed from the highway threshold to the general road threshold when the road identification unit recognizes a change from an expressway or an automobile-only road to a general road. Item 3. The in-vehicle information recording device according to Item 2.

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