Patent Publication Number: US-2007100687-A1

Title: Vehicle management system

Description:
TECHNICAL FIELD  
      The present invention relates to a vehicle management system that manages vehicles using a toll road.  
     BACKGROUND ART  
      Hitherto, an automatic toll collection system (ETC: Electronic Toll Collection) that collects a toll from a moving vehicle using radio communication has been operating on toll roads such as expressways with the main object of reducing congestion at toll gates.  
      With ETC, toll collection processing equipment is installed at the entrance and exit of a toll road, a communication terminal apparatus is installed in each vehicle, and radio communication is performed between the toll collection processing equipment and communication terminal apparatus when a vehicle passes through the entrance or exit of a toll road, enabling toll collection to be performed without the vehicle having to stop temporarily.  
      The content presented in Patent Literature 1 is known as a progressive technology using ETC.  FIG. 1  is a schematic diagram showing the configuration of a toll road toll collection system  10  described in Patent Literature 1. In this figure, the passage of a vehicle  13  is detected at gates  11  and  12  located at the boundaries of a toll collection section. In order for a toll to be collected from vehicle  13 , a mobile terminal apparatus  14  is installed in vehicle  13 , a detection apparatus  15  that performs communication with mobile terminal apparatus  14  is installed at gate  11 , and a similar detection apparatus  16  is installed at gate  12 . Toll road toll collection system  10  is equipped with a toll calculation apparatus  17  that calculates the toll for each vehicle  13 . Detection apparatuses  15  and  16  and toll calculation apparatus  17  are mutually connected by a digital channel  18 . Mobile terminal apparatus  14  transmits fuel consumption data for vehicle  13  to toll calculation apparatus  17 , and a toll is collected according to the fuel consumption data. By this means, the toll to be paid is lower when a vehicle is driven in such a way that the amount of exhaust gas emitted is reduced, thereby intending to ensure an improvement in the atmospheric environment.  
      Non-patent Document 1: Japanese Patent Application Laid-Open No. 2003-178342  
     DISCLOSURE OF INVENTION  
     Problems to be Solved by the Invention  
      However, even when an above-described automatic toll collection system is used, traffic congestion is not reduced, and a high toll must still be paid even though there is congestion. Also, many traffic accidents that are causes of congestion occur, and causes of these accidents include speeding and driver drowsiness. To control speeding, automatic speed trap equipment has already been installed on expressways, but if speed is reduced only where such equipment is installed, this equipment cannot have a speed controlling effect, and cannot be said to effectively reduce traffic accidents caused by speeding.  
      It is an object of the present invention to provide a vehicle management system that eliminates user dissatisfaction with toll collection at a time of traffic congestion, and improves driving safety.  
     MEANS FOR SOLVING THE PROBLEMS  
      A vehicle management system of the present invention has a configuration that includes: a first and second gate provided at the entrance and exit of a toll road; a third and fourth gate provided at the entrance and exit of a rest stop, including a service area or parking area; a communication terminal apparatus installed in a vehicle; detection apparatuses that are installed at the aforementioned first through fourth gates, and by performing radio communication with the vehicle that passes through the gates, detect that vehicle and the times of its passage through the gates; and a central control apparatus that calculates a toll according to the time during which the toll road is used excluding time spent at the rest stop, and the distance over which the toll road is used, based on the times of passage through the gates detected by the aforementioned detection apparatuses.  
     ADVANTAGEOUS EFFECT OF THE INVENTION  
      According to the present invention, by calculating a toll according to the time during which a toll road is used excluding time spent at a rest stop, including a service area or parking area, and the distance traveled, it is possible to eliminate user dissatisfaction at paying the same toll at a time of traffic congestion as at a normal time when there is no congestion, and also to curb speeding, thereby enabling driving safety to be improved.  
    
    
     BRIEF DESCRIPTION OF DRAWINGS  
       FIG. 1  is a schematic diagram showing the configuration of a conventional toll road vehicle management system;  
       FIG. 2  is a schematic diagram showing the configuration of a vehicle management system according to Embodiment 1 of the present invention;  
       FIG. 3  is a block diagram showing the internal configuration of the communication terminal apparatus, detection apparatus, and central control apparatus shown in  FIG. 2 ;  
       FIG. 4  is a drawing showing an actual example of a toll table according to Embodiment 1 of the present invention;  
       FIG. 5  is a sequence diagram showing the operation of a vehicle management system according to Embodiment 1 of the present invention;  
       FIG. 6  is a sequence diagram showing the operation of a vehicle management system according to Embodiment 1 of the present invention; and  
       FIG. 7  is a sequence diagram showing the operation of a vehicle management system according to Embodiment 2 of the present invention. 
    
    
     BEST MODES FOR CARRYING OUT THE INVENTION  
      Embodiments of the present invention will now be described in detail with reference to the accompanying drawings.  
     Embodiment 1  
       FIG. 2  is a schematic diagram showing the configuration of a vehicle management system  100  according to Embodiment 1 of the present invention. In vehicle management system  100  shown in this figure, when a vehicle  101  such as an automobile or motorcycle passes through a predetermined section for which a toll is collected (a toll collection section), a toll is automatically collected from that vehicle  101 , and the passage status of vehicle  101  using the toll road is ascertained.  
      Vehicle  101  is equipped with a communication terminal apparatus  102  that has a radio communication function, this communication terminal apparatus  102  being an ETC (Electronic Toll Collection) in-vehicle device, mobile phone, or the like. Personal information is stored in communication terminal apparatus  102  beforehand. Personal information may include, for example, name, address, bank account number, credit card number, and so forth.  
      Gates  103  through  106  are provided at boundaries of a toll collection section, and are equipped with detection apparatuses  107  through  110  respectively that perform radio communication with communication terminal apparatus  102  provided in vehicle  101 . When vehicle  101  passes through a gate, a detection apparatus  107  through  110  performs radio communication with communication terminal apparatus  102  provided in vehicle  101 , detects the time of passage of the vehicle, and reports the detected time of passage to a central control apparatus  111  and communication terminal apparatus  102 .  
      Central control apparatus  111  calculates the toll to be collected from the vehicle based on the times reported by detection apparatuses  107  through  110 , and collects the toll from vehicle  101  via detection apparatus  110  of gate  106  provided at the exit of the toll road. Toll calculation is performed based on the distance from the entrance to the exit of the toll road traveled by vehicle  101 , and the time required to travel that distance, omitting time spent at a service area (SA) and/or parking area (PA).  
      A digital channel  112  mutually connects detection apparatuses  107  through  110  and central control apparatus  111 , and forms a bidirectional communication path.  
       FIG. 3  is a block diagram showing the internal configuration of communication terminal apparatus  102 , detection apparatus  110 , and central control apparatus  111  shown in  FIG. 2 . First, the internal configuration of communication terminal apparatus  102  will be described. A transmitting/receiving section  201  performs radio communication with detection apparatus  110  installed at gate  106 , and performs transmission of a signal output from a control section  205  and reception of a signal transmitted from detection apparatus  110 .  
      A personal information storage section  202  stores personal information of the owner or contractor of communication terminal apparatus  102 , and outputs stored personal information to control section  205 . Display section  203  is a liquid crystal display or the like that displays text, images, and so forth, and displays information output from control section  205 . CPU  204  controls transmitting/receiving section  201 , personal information storage section  202 , and display section  203  via control section  205  based on a control program.  
      Control section  205  takes personal information output from personal information storage section  202  as a transmission unit for radio communication, and outputs this to transmitting/receiving section  201 . Control section  205  also outputs information contained in a signal output from transmitting/receiving section  201  to display section  203  to be displayed.  
      Next, the internal configuration of detection apparatus  110  will be described. Transmitting/receiving section  211  performs radio communication with communication terminal apparatus  102 . Transmitting/receiving section  211  receives a signal transmitted from communication terminal apparatus  102  and outputs the received signal to control section  212 , and also transmits a signal output from control section  212  to communication terminal apparatus  102 .  
      Control section  212  outputs a signal output from transmitting/receiving section  211  to personal information extraction section  213 , and also notifies time-of-passage detection section  214  and a gate information generation section  215  that a signal has been received from communication terminal apparatus  102 .  
      Personal information extraction section  213  extracts personal information from a signal output from control section  212 , and outputs the extracted personal information to central control apparatus  111  via an input/output section  217 . Time-of-passage detection section  214  has a built-in clock, and detects the time at which notification is received from control section  212  (that is, the time of passage of vehicle  101 ), outputs the detected time to central control apparatus  111  via input/output section  217 , and also notifies communication terminal apparatus  102 . Gate information generation section  215  generates information that differs for each gate (for example, a name such as “Nerima interchange entrance”) in order to differentiate between gates, outputs generated gate information to central control apparatus  111  via input/output section  217 , and also notifies communication terminal apparatus  102 .  
      A toll information input section  216  outputs toll information output from central control apparatus  111  to control section  212 .  
      Here, the configuration of detection apparatus  110  installed at toll road exit gate  106  has been described; toll information input section  216  need not be provided in the detection apparatuses installed at other gates.  
      Next, the internal configuration of central control apparatus  111  will be described. Control section  221  authenticates personal information output from detection apparatus  110  based on personal information managed by personal information management section  222 , and reports the authentication result to communication terminal apparatus  102  via detection apparatus  110 . Control section  221  also outputs time information and gate information indicated as relating to the personal information to passage information management section  223 . Furthermore, since the gate information here indicates a toll road exit, control section  221  controls passage information management section  223  and toll calculation section  224  and causes the toll to be calculated, reports the calculated toll to communication terminal apparatus  102  via detection apparatus  110 , and also notifies a financial institution to have the relevant account debited by the amount of the toll.  
      Personal information management section  222  has personal information recorded in it beforehand, and recorded personal information is used to authenticate personal information transmitted from communication terminal apparatus  102 .  
      Passage information management section  223  stores time information and gate information comprising passage information output from control section  221 , with their relationship to personal information indicated.  
      Toll calculation section  224  has a toll table based on distance and time, and obtains time information and gate information corresponding to personal information of communication terminal apparatus  102  that has reached a toll road exit from passage information management section  223  via control section  221 , and finds the relevant toll from the toll table. An actual example of a toll table is shown in  FIG. 4 . This figure shows a case in which the Nerima interchange (IC) is the entrance and the Numata IC is the exit. If the 125.8 km section between Nerima and Numata is used at a speed of 80 to 120 km per hour, the toll is 3,450 yen. The toll is set lower than normal for periods of congestion, with a toll of 2,000 yen for a speed of 40 to 80 km per hour, and a toll of 1,500 yen for a speed of less than 40 km per hour. Also, the toll is set higher than normal for high-speed driving, with a toll of 5,000 yen for a speed of 120 to 160 km per hour, and a toll of 7,000 yen for a speed of more than 160 km per hour. Thus, toll calculation section  224  is provided beforehand with a table based on distance and time (km per hour), and if the toll when driving at the legal speed limit is taken as a standard, for example, the toll is made lower than the standard toll for speeds below the legal speed limit, and is made higher than the standard toll for speeds exceeding the legal speed limit.  
      The adoption of this kind of toll calculation method eliminates user dissatisfaction at having the same toll collected at a time of traffic congestion as at a normal time when there is no congestion, and also curbs speeding by increasing the financial burden on users in relation to speeding, and improves driving safety.  
      The speed of a vehicle that reaches a toll road exit is determined by toll calculation section  224 , and the determined vehicle speed is obtained by warning/notification section  225  via control section  221 . If the obtained speed exceeds a predetermined speed (for example, the legal speed limit), warning/notification section  225  notifies the police or highway patrol. By this means, a driver who speeds can be fined by the police or subjected to official proceedings at a later date, thereby further discouraging speeding.  
      Next, the operation of vehicle management system  100  with the above-described configuration will be explained.  FIG. 5  and  FIG. 6  comprise a sequence diagram showing the operation of vehicle management system  100  according to Embodiment 1 of the present invention. In this diagram, in ST 401 , communication terminal apparatus  102  passes through gate  103  installed at a toll road entrance, and in ST 402 , personal information stored in communication terminal apparatus  102  is transmitted to detection apparatus  107 . In ST 403 , detection apparatus  107  obtains personal information from communication terminal apparatus  102  that has passed through the gate, detects the time at which the personal information was obtained, and also generates its own gate information. Personal information, time information and gate information, and so forth are treated as passage information. In ST 404 , detection apparatus  107  reports passage information to central control apparatus  111 .  
      In ST 405 , time information and gate information obtained by detection apparatus  107  are transmitted to communication terminal apparatus  102 , and in ST 406 , communication terminal apparatus  102  displays the gate passage time and the name of the gate passed through on display section  203 .  
      In ST 407 , central control apparatus  111  authenticates the personal information reported from detection apparatus  107  based on personal information held by central control apparatus  111 , and in ST 408 , central control apparatus  111  stores the passage information reported from detection apparatus  107 . In ST 409 , the authentication result is reported to detection apparatus  107 , and in ST 410 , detection apparatus  107  transmits the authentication result to communication terminal apparatus  102 . In ST 411 , communication terminal apparatus  102  displays the result of authentication by central control apparatus  111 .  
      In ST 412 , communication terminal apparatus  102  passes through gate  104  installed at an SA entrance, and in ST 413 , communication terminal apparatus  102  transmits personal information to detection apparatus  108 . In ST 414 , detection apparatus  108  obtains personal information from communication terminal apparatus  102  that has passed through the gate, detects the time at which the personal information was obtained, and generates its own gate information. That is to say, detection apparatus  108  obtains passage information. In ST 415 , detection apparatus  108  reports passage information to central control apparatus  111 .  
      In ST 416 , time information and gate information obtained by detection apparatus  108  are transmitted to communication terminal apparatus  102 , and in ST 417 , communication terminal apparatus  102  displays the gate passage time and the name of the gate passed through on display section  203 .  
      In ST 418 , central control apparatus  111  authenticates the personal information reported from detection apparatus  108  based on personal information held by central control apparatus  111 , and in ST 419 , central control apparatus  111  stores the passage information reported from detection apparatus  108 . In ST 420 , the authentication result is reported to detection apparatus  108 , and in ST 421 , detection apparatus  108  transmits the authentication result to communication terminal apparatus  102 . In ST 422 , communication terminal apparatus  102  displays the result of authentication by central control apparatus  111 .  
      In ST 423  ( FIG. 6 ), communication terminal apparatus  102  passes through gate  105  installed at the SA exit, and in ST 424 , communication terminal apparatus  102  transmits personal information to detection apparatus  109 . In ST 425 , detection apparatus  109  obtains personal information from communication terminal apparatus  102  that has passed through the gate, detects the time at which the personal information was obtained, and generates its own gate information. That is to say, detection apparatus  109  obtains passage information. In ST 426 , detection apparatus  109  reports passage information to central control apparatus  111 .  
      In ST 427 , time information and gate information obtained by detection apparatus  109  are transmitted to communication terminal apparatus  102 , and in ST 428 , communication terminal apparatus  102  displays the gate passage time and the name of the gate passed through on display section  203 .  
      In ST 429 , central control apparatus  111  authenticates the personal information reported from detection apparatus  109  based on personal information held by central control apparatus  111 , and in ST 430 , central control apparatus  111  stores the passage information reported from detection apparatus  109 . In ST 431 , the authentication result is reported to detection apparatus  109 , and in ST 432 , detection apparatus  109  transmits the authentication result to communication terminal apparatus  102 . In ST 433 , communication terminal apparatus  102  displays the result of authentication by central control apparatus  111 .  
      In ST 434 , communication terminal apparatus  102  passes through gate  106  installed at a toll road exit, and in ST 435 , communication terminal apparatus  102  transmits personal information to detection apparatus  110 . In ST 436 , detection apparatus  110  obtains personal information from communication terminal apparatus  102  that has passed through the gate, detects the time at which the personal information was obtained, and generates its own gate information. That is to say, detection apparatus  110  obtains passage information. In ST 437 , detection apparatus  110  reports passage information to central control apparatus  111 .  
      In ST 438 , time information and gate information obtained by detection apparatus  110  are transmitted to communication terminal apparatus  102 , and in ST 439 , communication terminal apparatus  102  displays the gate passage time and the name of the gate passed through on display section  203 .  
      In ST 440 , central control apparatus  111  authenticates the personal information reported from detection apparatus  110  based on personal information held by central control apparatus  111 , and in ST 441 , central control apparatus  111  detects that toll road exit gate  106  has been passed through, and calculates the charge (toll). In ST 442 , the calculated toll information is reported to detection apparatus  110 , and in ST 443 , detection apparatus  110  transmits toll information to communication terminal apparatus  102 . In ST 444 , communication terminal apparatus  102  displays the transmitted toll information on display section  203 .  
      Thus, according to this embodiment, by calculating a toll according to the distance traveled and traveling time on a toll road, excluding time spent at a service area or parking area, it is possible to eliminate user dissatisfaction at paying the same toll at a time of traffic congestion as at a normal time when there is no congestion, and also to curb speeding, thereby enabling driving safety to be improved.  
      In the description of this embodiment, the kind of toll table shown in  FIG. 4  has been taken as an example, but the present invention is not limited to this, and speed ranges and tolls may be more finely subdivided, or tolls may be determined by calculation.  
     Embodiment 2  
      The configuration of a vehicle management system according to Embodiment 2 of the present invention is identical to that in  FIG. 3 , and therefore parts that have a different function from that in Embodiment 1 will be described with reference to  FIG. 3 .  
      Passage information management section  223  of central control apparatus  111  detects a vehicle (personal information) for which the continuous traveling time is greater than or equal to a predetermined time (for example, two hours) based on stored gate information and time information, and outputs relevant personal information to control section  221 .  
      Control section  221  sends a rest advisory to a communication terminal apparatus that has personal information output from passage information management section  223  to all detection apparatuses  107  through  110 .  
      Detection apparatuses  107  through  110  transmit a rest advisory sent from central control apparatus  111  to a relevant communication terminal apparatus  102 .  
      Communication terminal apparatus  102  receives a rest advisory transmitted from the nearest detection apparatus, and performs display urging the driver to take a rest on display section  203 .  
      Next, the operation of a vehicle management system with the above-described function will be explained.  FIG. 7  is a sequence diagram showing the operation of a vehicle management system according to Embodiment 2 of the present invention. Parts in  FIG. 7  that are common to  FIG. 5  are assigned the same codes as in  FIG. 5 , and detailed descriptions thereof are omitted. Although only steps up to and including ST 413  are shown in  FIG. 7  for reasons of space, the same processing as in ST 414  through ST 444  in  FIG. 5  and  FIG. 6  is performed thereafter.  
      In ST 501 , central control apparatus  111  detects a vehicle that has been traveling on a toll road continuously for a predetermined time or longer, and in ST 502 , central control apparatus  111  sends a rest advisory to all detection apparatuses  107  through  110  to advise the driver of the detected vehicle to take a rest. In ST 503 , detection apparatuses  107  through  110  transmit a rest advisory to communication terminal apparatus  102 . In ST 504 , communication terminal apparatus  102  displays the received rest advisory on display section  203 .  
      Thus, according to this embodiment, if, as a result of urging a driver who has been driving continuously for a predetermined time or longer to take a rest, the driver takes a rest periodically, the strain of driving upon the driver is alleviated, the driver can recover from accumulated driving fatigue, and driver drowsiness or loss of concentration can be prevented, enabling the occurrence of accidents to be curbed.  
      Although a mobile phone is envisaged as a communication terminal apparatus in this embodiment, an ETC in-vehicle device may also be used as long as radio communication can be performed at a distance from a gate.  
     Embodiment 3  
      The configuration of a vehicle management system according to Embodiment 3 of the present invention is identical to that in  FIG. 3 , and therefore parts that have a different function from that in Embodiment 1 will be described with reference to  FIG. 3 .  
      Passage information management section  223  of central control apparatus  111  detects a vehicle that has been parked at an SA or PA continuously for a predetermined time (for example, one day) or longer based on stored gate information and time information, and outputs relevant personal information to warning/notification section  225  via the control section.  
      Warning/notification section  225  reports personal information output from passage information management section  223  via control section  221  to a relevant organization such as the police or highway patrol.  
      Thus, according to this embodiment, by detecting a vehicle that has been parked continuously at an SA or PA for a predetermined time or longer, and reporting relevant personal information to the police or highway patrol, prompt action can be taken in the event of an incident, for example, contributing to the early solution of such an incident. Also, if a vehicle has been illegally abandoned at an SA or PA, it is possible to prevent the vehicle from being left unattended for a long period of time.  
      A first aspect of the present invention is a vehicle management system equipped with: a first and second gate provided at the entrance and exit of a toll road; a third and fourth gate provided at the entrance and exit of a rest stop, including a service area or parking area; a communication terminal apparatus installed in a vehicle; detection apparatuses that are installed at the aforementioned first through fourth gates, and by performing radio communication with the vehicle that passes through the gates, detect that vehicle and the time of its passage through the gates; and a central control apparatus that calculates a toll according to the times during which the toll road is used excluding time spent at the rest stop, and the distance over which the toll road is used, based on the times of passage through the gates detected by the aforementioned detection apparatuses.  
      According to this configuration, by detecting the times of passage of the vehicle through the gates provided at the entrance and exit of the toll road and the entrance and exit of the rest stop, and calculating a toll according to the times during which the toll road is used excluding time spent at the rest stop, and the distance over which the toll road is used, it is possible to eliminate user dissatisfaction at paying the same toll at a time of traffic congestion as at a normal time when there is no congestion, and also to curb speeding, thereby enabling driving safety to be improved.  
      A second aspect of the present invention is a vehicle management system in which, in the above-described mode, the aforementioned central control apparatus calculates the average traveling speed of the vehicle from the time during which the toll road is used excluding time spent at the rest stop, and the distance over which the toll road is used, and notifies the police if the calculated average speed exceeds a predetermined speed.  
      According to this configuration, by notifying the police when a vehicle traveling on a toll road exceeds a predetermined speed such as the legal speed limit, speeding can be curbed by the police taking official action against the driver of the vehicle in question, thereby enabling safety to be improved.  
      A third aspect of the present invention is a vehicle management system wherein, in an above-described mode, the aforementioned central control apparatus detects the vehicle whose continuous traveling time is greater than or equal to a predetermined time, and sends a rest advisory to the detected vehicle urging the driver to take a rest.  
      According to this configuration, if, as a result of urging the driver who has been driving continuously for a predetermined time or longer to take a rest, the driver takes a rest periodically, the strain of driving upon the driver is alleviated, the driver can recover from accumulated driving fatigue, and driver drowsiness or loss of concentration can be prevented, enabling the occurrence of accidents to be curbed.  
      A fourth aspect of the present invention is a vehicle management system wherein, in an above-described mode, the aforementioned central control apparatus determines whether or not the vehicle has been parked continuously at the rest stop for a predetermined time or longer, and notifies the police if the vehicle has been parked for the predetermined time or longer.  
      According to this configuration, since there is a possibility of involvement in an incident or illegal abandonment when a vehicle has been parked continuously at a rest stop for a predetermined time, such as a day, two days, or a week, notifying the police in such a case enables early solution of an incident, and prevents a vehicle from being left unattended for a long period of time.  
      The present application is based on Japanese Patent Application No. 2003-395070 filed on Nov. 26, 2003, the entire content of which is expressly incorporated herein by reference.  
     INDUSTRIAL APPLICABILITY  
      The present invention, by collecting a toll according to the time during which a toll road is used excluding time spent at a service area or parking area, and the distance traveled, has the effects of eliminating user dissatisfaction with toll collection at a time of traffic congestion and improving driving safety, and can be applied to toll roads such as expressways.