JP2004152158A - Operating state determination method for vehicle and operating state determination program for in-vehicle machine and vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an operating state determination system for a vehicle and its method capable of eliminating the attachment of an additional sensor to a vehicle, by making evaluations on relation of operating states with fuel consumption and a cause or the like causing high fuel consumption. <P>SOLUTION: An in-vehicle machine 1 radio-transmits speed data of an operation vehicle 2 to a processing device 3 in a fixed cycle via wireless communication. The processing device 3 stores the speed data for a fixed period and determines the operating state of the operation vehicle 2 using the accumulated speed data. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an operation analysis using traveling information of a vehicle, and more particularly to a method of determining a traveling state of a vehicle that detects an inappropriate traveling state in terms of fuel consumption efficiency from a change tendency of a vehicle speed or the like.
[0002]
[Prior art]
A system that collects driving information on vehicles such as trucks, analyzes and evaluates driving conditions based on the results, and, when driving with a high fuel consumption rate is being performed, notifies the driver of the situation and manages driving conditions. And a method of determining the operating state.
[0003]
[Patent Document 1]
JP-A-10-69555
In the above document, the fuel consumption rate is calculated from the data obtained by measuring the fuel consumption by the vehicle and the speed data, and if the value is higher than the reference value, it is determined that fuel-efficient driving is being performed and recorded. In addition, a system and a determination method for notifying the driver to that effect are described.
[0004]
A conventional system that collects and evaluates driving information for the purpose of discriminating a high-fuel-consumption driving state that is an improper driving state in terms of fuel consumption efficiency, such as the system disclosed in the above-mentioned literature, is usually used for general vehicles. It is necessary to acquire information on the fuel consumption in addition to the information on the vehicle speed and the traveling distance acquired as the traveling information of the vehicle. Therefore, a mechanism such as a fuel outflow sensor for detecting the flow rate of the fuel of the engine is newly provided in the vehicle. From these information, the total fuel consumption and the fuel consumption rate corresponding to the operation status of the vehicle are calculated, and the running information is displayed based on the calculated values. I have.
[0005]
[Problems to be solved by the invention]
However, in the system and the discriminating method according to the above-mentioned literature, the increase in fuel consumption is recorded and displayed as information, and the function is merely a warning level in some cases, and the relationship between the operation status and the fuel consumption, It is not possible to evaluate the cause of the high fuel consumption state.
[0006]
Therefore, in the conventional system, it can be determined from the fuel consumption and the speed that the operating vehicle is in a high fuel consumption state, but it is not possible to point out a specific reason for the increase in the fuel consumption rate. Even if it is detected, there is a problem that it is not possible to analyze the cause of the state only by recording and notifying the state, and it is not possible to provide operation guidance necessary for the state improvement.
[0007]
Further, since a general vehicle is not equipped with a mechanism for measuring a fuel flow rate such as a fuel outflow sensor, a sensor for measuring fuel consumption such as a fuel flow meter is required to realize the system according to the above-mentioned literature. Is newly needed. For this reason, in order to detect a high fuel consumption state by introducing the above-described system, it is necessary to newly provide a sensor in the vehicle.
[0008]
An object of the present invention is to provide a vehicle driving state determination system and a determination method that solve the above-described problems.
[0009]
[Means for Solving the Problems]
The driving state determination system based on the present invention is based on the premise that the processing device acquires driving information from one or more target vehicles and determines the driving state.
[0010]
The target vehicle includes a transmission unit and a warning unit.
The transmission means transmits the traveling information based on the vehicle speed at regular intervals.
A warning is issued to the driver based on an instruction from the processing device.
[0011]
Further, the processing device includes a receiving unit, a traveling information storage unit, an operating state determination unit, and a warning instruction unit.
The receiving means receives the traveling information from one or more target vehicles.
[0012]
The traveling information storage means stores the traveling information for a predetermined time.
The driving state determining means determines the driving state of the target vehicle using the traveling information for the predetermined time.
[0013]
The warning instruction unit issues the instruction to the target vehicle based on a result of the determination.
Further, the present invention can also be realized as an in-vehicle device, a driving state determination method, a program, and a portable storage medium.
[0014]
According to the present invention, it is possible to determine the driving state of the target vehicle based only on the traveling information collected even in a general vehicle configuration.
In addition, since the determination based on the driver's direct driving operation can be performed, the cause of the violation can be clarified, and the driver can be properly provided with operation guidance for improving the situation.
[0015]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram illustrating a basic configuration of a system according to the present embodiment, and FIG. 2 is a diagram illustrating an operation example thereof. The configuration and operation of the system described with reference to FIGS. 1 to 3 are common to all of the first to third embodiments described later.
[0016]
In FIG. 1, the system includes an in-vehicle device 1 and a processing device 2. Note that the configuration of FIG. 1 is a configuration in which one processing device 2 monitors the driving state of a plurality of vehicles as shown in FIG. 2. As shown in FIG. 3, a stand-alone configuration in which the functions of the vehicle-mounted device 1 and the processing device 2 of FIG. 1 are integrated.
[0017]
In the configuration of FIG. 1, as shown in FIG. 2, on-vehicle devices 1-1 to 1-n are mounted on a plurality of target vehicles 2-1 to 2-1 respectively. n and the processing device 3 installed in the sales office 4 can be exchanged by wireless communication or the like.
[0018]
In FIG. 1, the on-vehicle device 1 is equipped with a drive device 12 for a portable storage medium such as an IC card, and records acquired information 11a and 11b from various sensors of the operating vehicle 2 in a storage medium in association with time information. I can do it. The acquired information 11a and 11b are wirelessly transmitted to the processing device 3 at regular intervals by a wireless device (not shown), and the processing device 3 determines whether or not the operating vehicle 2 is in a fuel-efficient traveling state based on the information. Can be detected and a warning can be issued.
[0019]
The operating vehicle 2 is a vehicle to be analyzed on which the in-vehicle device 1 for acquiring traveling information is mounted, and outputs information 11 a and 11 b from various sensors that measure the vehicle speed and the like to the in-vehicle device 1. In addition to this information, in addition to the information 11a obtained by a sensor normally provided in a general vehicle such as a vehicle speed sensor, the accelerator opening for detecting whether or not the throttle of the accelerator is opened to the operating vehicle 2 by N% or more. When a sensor is provided, information 11b from the accelerator opening sensor is also output to the on-vehicle device 1. In this embodiment, the operation state can be determined without newly providing the accelerator opening sensor in the operating vehicle 2 and using the information 11b indicating whether or not the throttle of the accelerator is opened by N% or more. Can be done.
[0020]
The processing device 3 is responsible for detecting and analyzing the traveling state of the operating vehicle 2 and includes an internal storage device 32, various determination / condition setting units 33, a recognition parameter deriving unit 34, and a traveling state determination unit 35. In addition, when one operation is completed, and when the operating vehicle 2 returns to the business office 4 and operates a system for collectively collecting travel data via a storage medium such as an IC card, the processing device 3 A card reader or the like that can read an IC card or the like in which travel data including acquisition information 11a and 11b fetched from each sensor of the operating vehicle 2 by the vehicle-mounted device 1 at regular intervals and information indicating the acquisition time and the like is written. The medium drive device 31 is provided internally or externally, and travel data read by the medium drive device 31 is stored in a database in the form of a database.
[0021]
The various determination / condition setting unit 33 determines various thresholds and conditions for determining a high fuel consumption operation state, such as how long a determination formula described later is satisfied before determining the high fuel consumption operation state, and determines a recognition parameter. It is set in the derivation unit 34 and the traveling state determination unit 35. The recognition parameter deriving unit 34 determines a high fuel efficiency requirement using an actual threshold value or the like. The traveling state determination unit 35 determines the traveling state using the traveling data input to the recognition parameter deriving unit 34 and the threshold value input in 33, and when the high fuel consumption traveling state 36 is detected, an output device such as a monitor or a printer. The driver 37 is used to warn the driver in the form of a sound such as a sound or a buzzer sound, a visual display using a display device (not shown) on the in-vehicle device 1, an operation guide (verbal or paper), or the like. In the case where the driver is warned in real time such as a voice warning or a visual display, the output device 37 is configured as a wireless transmitter, and when a warning is issued, an instruction is issued to issue a warning to the vehicle-mounted device 1 by wireless communication. And the driver is notified by a speaker or an indicator provided in the vehicle-mounted device 1 or the operating vehicle 2.
[0022]
The various determination / condition setting units 33, the recognition parameter derivation unit 34, and the traveling state determination unit 35 may be configured by dedicated hardware. However, the whole processing device 3 is realized by a computer, and this type of determination / condition setting is performed. The functions of the unit 33, the recognition parameter derivation unit 34, and the row state determination unit 35 may be realized by a software method by executing a program on the memory of the processing device 3 by the CPU.
[0023]
In the case of the configuration of FIG. 1, it is possible to detect and analyze the traveling state of the plurality of operating vehicles 2 and to perform a deeper study by comparing the traveling data of each operating vehicle 2 and the analysis result. I can do it.
[0024]
FIG. 3 is a block diagram showing a configuration of the vehicle-mounted device 5 in the case of an integrated type including the functions of the processing device 3 of FIG.
The in-vehicle device 5 shown in FIG. 1 independently obtains traveling data from the operating vehicle 2, detects / analyzes the traveling state of the operating vehicle 2, and issues a warning. The various determination / condition setting units 33, the recognition parameter derivation unit 34, and the various determination / condition setting units 53 corresponding to the traveling state determination unit 35 included in the device 3 are provided by software. Or by hardware.
[0025]
The in-vehicle device 5 outputs the traveling data including the information 51a from the existing sensor such as the speed center input from the operating vehicle 2 and the information 51b from the newly provided sensor to the direct recognition parameter deriving unit 54. Further, a configuration may be adopted in which this travel data is stored in the form of a database in the internal storage device 52, and is used as data for analyzing travel at a later date instead of processing in real time.
[0026]
When the traveling state determination unit 55 determines that the operating vehicle 2 is in the high fuel consumption traveling state 56 based on the traveling data, the output device 57 issues a warning to the driver by a method such as voice or screen display.
[0027]
In the case of the configuration shown in FIG. 3, since it is configured as a single device, there is no need for a mechanism for exchanging data between the devices, and the configuration can be realized as a simple and inexpensive device.
[0028]
Next, processing operations in the first to third embodiments will be described. In the following description, the operation by the system shown in FIG. 1 is described as an example, but the basic operation is the same even when the system is configured as shown in FIG.
First embodiment
Next, the operation of the processing in the first embodiment will be described.
[0029]
In the first embodiment, when the operating vehicle 2 changes the cruising speed, the change is extracted and corrected.
FIG. 4 is a diagram showing an outline of the operation of the processing device 3 of FIG.
[0030]
The processing by the processing device 3 includes a fuel-efficient driving state recognition parameter calculation mechanism for calculating the cumulative value of the speed change represented in step S1 and a cruise speed change recognition parameter calculation mechanism for detecting a change in the cruise speed shown in step S2. And a high-fuel-consumption driving state determination mechanism for determining the presence or absence of a high-fuel-consumption driving state shown in steps S3 and S4. Of these three mechanisms, the fuel-efficient driving state recognition parameter calculation mechanism and the cruising speed change recognition parameter calculation mechanism are realized by the recognition parameter deriving unit 34 of FIG. 34 and the traveling state determination unit 35.
[0031]
Referring to the processing flow of the processing device 3 in FIG. 4, first, a cumulative value of the speed change is calculated as step S1, and then a correction parameter for the cruise speed change is calculated as step S2. Then, in step S3, of the speed change calculated in step S1, the section of the portion resulting from the cruise speed change obtained in step S2 is classified and corrected, and then, in step S4, whether the accumulated value of the speed change is equal to or more than the reference value. A determination is made as to a reference value for recognizing a high-fuel-consumption driving state depending on whether the driving state is higher than the reference value (step S4, Y), and a low-fuel-consumption driving state is determined as normal driving (step S4, N). I do.
[0032]
Next, details of the processing performed by the fuel-efficient driving state recognition parameter calculation mechanism, the cruising speed change recognition parameter calculation mechanism, and the fuel-efficient driving state determination mechanism shown in FIG.
[0033]
FIG. 5 is a flowchart illustrating a process performed by the fuel-efficient driving state recognition parameter calculation mechanism.
By this processing, the recognition parameter Vp of the fuel-efficient driving state is calculated.
[0034]
In the processing shown in FIG. 5, the processing device 3 first obtains vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the on-vehicle device 1 (step S11).
At this time, the vehicle speed data Vz is subjected to a magnitude determination based on a speed threshold Vth for determining a road condition (step S12), and only when Vz> Vth (step S12, Y), the subsequent processing is performed, and Vz ≦ Vth (Step S12, N), the process returns to Step S11. The speed threshold value Vth is used to determine whether the vehicle speed is low enough that it is not possible to evaluate whether the vehicle is in a high fuel consumption driving state. Is excluded from the evaluation.
[0035]
Subsequently, a difference value Az between the speed data Vz indicating the current vehicle speed obtained in step S11 and the speed data Vz-1 obtained immediately before the current speed is calculated (step S13).
[0036]
Next, as step S14, it is determined whether or not the data number n of the speed data Vz and the difference value Az currently accumulated in the memory at this time is smaller than the moving accumulation total section set value nth-1. In this case (step S14, Y), since the number of accumulated data is small, the speed data Vz and the difference value Az are accumulated in the memory (step S15), and the process returns to step S11.
[0037]
In step S14, if the accumulated data number n is not smaller than nth-1 (step S14, N), the necessary number of data has been accumulated. It is determined whether or not the value is nth. If n = nth is not satisfied (step S16, N), the process directly proceeds to step S18 because n = nth-1, and if n = nth (step S16, Y), step S17 is performed. After discarding the one with the oldest acquisition time among the accumulated data and also reducing the value of the accumulated data number n by one, the process proceeds to step S18.
[0038]
In step S18, the vehicle speed Vz and the difference value Az are accumulated on the memory, and the total sum Vs of the nth pieces of speed data Vz accumulated so far is calculated (step S19). Since the value of Vs is used only in the second embodiment and is not used in the first embodiment, it is not necessary to perform the process of step S19 in the first embodiment.
[0039]
Next, the accumulated nth differences Az are weighted by the acceleration state weighting constant A1 when Az> 0, and by the deceleration state weighting constant A2 when Az <0, and the fuel-efficient driving state recognition parameter. After calculating Vpn (step S20-a), the sum of the absolute values of the respective Vpn values calculated in step S20-a is calculated as the cumulative parameter Vp (step S21).
[0040]
Until the running vehicle 2 finishes traveling (N in Step S22), the process returns to Step S11, and the above process is repeatedly executed each time the speed data Vz is input from the vehicle-mounted device 1 to the processing device 3. Then, in the processing of steps S2 to S4 in FIG. 2, the latest fuel-efficient driving state recognition parameter Vp constantly obtained using the latest speed data Vz is used.
[0041]
In the case where the operating vehicle 2 is provided with an accelerator opening sensor for detecting whether or not the throttle of the accelerator is opened by N% or more, and the detection result by this sensor is notified from the vehicle-mounted device 1 to the processing device 3, FIG. The processing by the fuel-efficient driving state recognition parameter calculating mechanism may be changed so that the recognition parameter Vpn is weighted in consideration of whether or not the accelerator is open.
[0042]
In this case, only the Az value that satisfies the condition that the throttle of the accelerator is not closed is applied for determining whether or not the vehicle is in the fuel-efficient driving state. Therefore, when Az is positive and the weight at the time of accelerator off is set to 0, otherwise, weighting is performed by the acceleration state weighting constant A1 and the deceleration state weighting constant A2 to calculate the fuel-efficient driving state recognition parameter Vpn (step S21-b). ).
[0043]
Also, for guidance of the cause of the violation, the cumulative data Az is separately classified into a positive value, a negative value, and 0, and it is checked whether or not the total value of each of the positive value, the negative value, and 0 is equal to or more than an arbitrary threshold value (step S23). May be inserted between step S20-a and step S21. In this process, when the sum of positive accumulated difference values Az is larger than the threshold value A, an overacceleration flag A is set as overacceleration, and the sum of negative accumulated difference values Az is negative. Is larger than the threshold B, the over-deceleration flag B is set as over-deceleration. Thus, based on the setting of the over-acceleration flag A and the over-deceleration flag B, the driver can be warned or pointed out of the cause of the violation.
[0044]
In FIG. 5, the data transmitted from the vehicle-mounted device 1 is used as the speed data Vz used in the process. The data in the medium may be read by a medium driving device 31 such as an IC card reader, or may be speed data in a past operation stored in a database in a storage device 32 in the processing device 3.
[0045]
FIG. 6 is a flowchart illustrating a process performed by the cruising speed change recognition parameter calculation mechanism according to the first embodiment.
By this processing, a parameter Sz for recognizing a change in the cruising speed of the target vehicle is calculated.
[0046]
In the processing shown in FIG. 3, the processing device 3 first obtains vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the on-vehicle device 1 (step S31).
At this time, the vehicle speed data Vz is subjected to a magnitude determination based on the speed threshold Vth for determining the road condition described above, and only when Vz> Vth (step S32, Y) and thereafter, the processing is performed. Returns the process (step S32, N) to step S31.
[0047]
Subsequently, an acceleration / deceleration amount Az, which is a difference value between the speed data Vz indicating the current vehicle speed acquired in step S31 and the speed data Vz-1 acquired immediately before (step S33), is calculated.
[0048]
Next, in step S34, it is determined whether or not the data number na of the speed data Vz and the difference value Az currently accumulated in the memory at this time is smaller than the cruising speed defining tally interval setting value nath-1. (Step S34, Y) Since the number of accumulated data is still small, the acceleration / deceleration amount Az is accumulated in the memory (step S35), and the process returns to step S31. Note that the cruising speed defining tally section setting value nath takes a value that is sufficiently larger than the moving cumulative tally section setting value nth used in the processing of FIG. 5, and the present processing has a larger amount than the processing shown in FIG. The acceleration / deceleration amount Az is accumulated.
[0049]
In step S34, if the number na of accumulated data is not smaller than the cruising speed regulation total section set value nath-1 (step S34, N), the necessary number of data has been accumulated. It is determined whether or not the number na = the total section setting value for cruising speed definition nath. (Step S36, Y) In step S37, the oldest acquisition time in the accumulated data is discarded, and the value of the accumulated data number na is also reduced by one, and then the process proceeds to step S38.
[0050]
In step S38, the difference value Az is accumulated on the memory, and in step S39, the total sum Sz of the nth difference values Az accumulated so far is calculated.
Until the running vehicle 2 finishes traveling (N in step S40), the process returns to step S31, and the above process is repeatedly executed each time speed data is input from the vehicle-mounted device 1 to the processing device 3. Then, in the processing after this processing, the total sum Sz of the latest difference values obtained using the latest speed data Vz is always used.
[0051]
In FIG. 6, the data transmitted from the vehicle-mounted device 1 is used as the speed data Vz used in the processing. However, the method of acquiring the vehicle speed data used in the processing is the same as the processing in FIG. The data in the storage medium 13 such as the removed IC card is read out by the medium driving device 31 such as an IC card reader, or the data in the past operation stored in a database in the storage device 32 in the processing device 3. May be.
[0052]
The processing in steps S21 to S39 in FIG. 6 is basically the same as the processing in steps S1 to S19 shown in FIG. 5 except that the numbers of accumulating the speed data Vz and the difference values Az are different. Therefore, the processing of FIG. 6 and the processing of FIG. 5 may be performed simultaneously in the same loop processing.
[0053]
FIG. 7 is a flowchart illustrating a process performed by the fuel-efficient driving state determination mechanism according to the first embodiment.
By this processing, the period in which the operating vehicle 2 is in the high fuel consumption driving state, which is the driving state inappropriate for fuel consumption efficiency, is determined.
[0054]
In the fuel-efficient driving state determination mechanism, when the value Sz of the sum of the difference values and the recognition parameter Vp of the fuel-efficient driving state are calculated by the fuel-efficient driving state recognition parameter calculation mechanism and the cruising speed change recognition parameter calculation mechanism, they are acquired. (Step S51), in order to correct the change in the cruising speed, the difference (Vp− | Sz × A3 |) between the recognition parameter Vp of the fuel-efficient driving state and the absolute value of the sum Sz that is arbitrarily weighted. ) Is calculated and compared with a threshold value Stha for recognizing a high-fuel-consumption driving state (step S52).
[0055]
The fuel-efficient driving state determination mechanism determines whether the operating vehicle 2 is in the fuel-efficient travel preparation state or the fuel-efficient travel state by determining whether or not the determination formula of (Vp− | Sz | × A3)> Stha in step S52 is satisfied. Judge whether or not.
[0056]
The high-fuel-consumption driving state refers to a state in which a state in which high-fuel-consumption driving with poor fuel consumption requiring a warning is performed for a certain period (time determined by the duration Tth) or more, and The high-fuel-consumption driving preparation state means that a high-fuel-consumption operation with poor fuel efficiency that satisfies (Vp− | Sz | × A3)> Stha is performed, but the period is still shorter than the duration Tth, and the high-fuel-consumption driving state is established. This refers to a determination section that cannot be determined. In the present embodiment, this fuel-efficient driving preparation state is provided, and even if the operation that is determined to be the fuel-efficient driving state is performed, the driving state is not immediately determined to be the fuel-efficient driving state, but the fuel-saving driving preparation state is determined. When the fuel-efficient driving preparation state is maintained for a specific period or more, the operation in this period is determined to be the fuel-efficient driving state.
[0057]
FIG. 8 is an explanatory diagram regarding the determination of the fuel-efficient driving state in the first embodiment.
In the determination formula (Vp− | Sz | × A3)> Stha of the above-described step S52, the recognition parameter Vp of the fuel-efficient driving state is the cumulative value of absolute values of the speed change amount within an arbitrary time range (arbitrarily weighted). Specifically, it indicates how much the target vehicle has changed the speed within an arbitrary time range.
[0058]
When the operating vehicle 2 cruises, the speed change amount becomes 0 in ideal fuel-efficient traveling, and the further the distance from the traveling vehicle, the more fuel is consumed due to unnecessary acceleration. In other words, in principle, the higher the value of the speed change amount, the higher the fuel efficiency operation. (Acceleration / deceleration during cruising / useless fuel consumption x proportional constant)
However, the cumulative value of the vehicle speed change amount includes a speed change that does not require a warning. The cruising speed of the operating vehicle 2 changes depending on the type of the road on which it runs (city, national highway, highway, etc.), and acceleration (or deceleration) for changing the cruising speed occurs each time the type of road changes. This over-deceleration always occurs regardless of the driver's intention, and should not be added to the criterion for issuing a warning.
[0059]
Therefore, in the first embodiment, the acceleration (or deceleration) value is corrected by the parameter Sz with respect to the recognition parameter Vp in the above-described determination formula. The parameter Sz, which is the sum of the speed difference values, is an accumulated value of the speed change amount, and indicates how much the cruising speed of the target vehicle has changed within an arbitrary time.
[0060]
Therefore, Vp− | Sz | × A3 (A3 is an arbitrary weight) is obtained by subtracting only the change (Sz) due to the driving operation that does not require warning from the speed change (Vp) representing the target fuel-efficient driving level. Show things. In the first embodiment, when this value reaches an amount (= Stha) worthy of giving a warning, it is determined that the fuel-efficient driving is performed.
[0061]
In FIG. 8, portions 71a-1 to 71a-3 correspond to portions where the road type has changed, and portions 71b-1 to 71b-3 in FIG. 8 indicate the speed change amount by the parameter Sz. Accordingly, the values of the portions 71b-1 to 71b-3 in FIG. 13B are corrected by adding appropriate weights to the accumulated values of the vehicle speed changes as shown in FIG. As shown in c), a speed change value from which the influence of the cruise speed change is removed is obtained. In the first embodiment, it is determined whether or not the operating vehicle 2 is in the fuel-efficient driving state based on this value. Do.
[0062]
If it is determined in step S52 of FIG. 7 that the determination formula (Vp− | Sz | × A3> Stha) is not satisfied (N in step S52), in step S53, the operating vehicle 2 performs the high fuel consumption operation even in the current high fuel consumption operation preparation state. Since the vehicle is in the normal running state, which is not the state, the flag indicating whether the vehicle is in the fuel-efficient driving preparation state provided in the memory in step S53 is checked. A flag indicating whether the vehicle is in a fuel-efficient driving state is checked.
[0063]
In the case of normal running that is neither the fuel-efficient driving preparation state nor the fuel-efficient driving state (steps S53 and S55, N), the process proceeds to step S62, and while the operating vehicle 2 is running (step S62, N), Steps S51 to S55 are repeated.
[0064]
In step S52, if the determination formula is satisfied (Y in step S52), it is determined in step S57 from the flag in the memory whether or not the vehicle is currently in the fuel-efficient driving preparation state. As a result, if the vehicle is not in the fuel-efficient driving preparation state (step S57, N), it is determined in step S60 whether or not the vehicle is in the fuel-efficient driving state by the flag. At S61, the current time is recorded as the time Ts when the fuel-efficient driving preparation state was entered, and the process proceeds to step S62 from the flag as the fuel-efficient driving preparation state.
[0065]
Thereafter, in the state in which the high fuel consumption operation preparation state is continuing, the duration thereof is checked (Tp = current time−time Ts when the high fuel consumption operation preparation state is entered), and a specific time (threshold value defining the high fuel consumption operation state) Tth) (step S58, N). If the determination formula in step S52 during this time is not satisfied (step S52, N), the time Te recorded in step S61 is discarded and the flag is returned to end the fuel-efficient driving preparation state and return to normal driving (step S52). S53, N, step S54).
[0066]
If the determination expression of step S52 is continuously satisfied during the specific period (Tth) after entering the fuel-efficient driving preparation state (step S58, Y), the section is identified as the fuel-efficient driving state in step S59, and the flag is set. Is changed from the high fuel consumption driving preparation state to the high fuel consumption driving state, and the driver is warned that the vehicle is in the high fuel consumption driving state.
[0067]
Thereafter, after the fuel-efficient driving state is reached, while the determination formula of step S52 is satisfied (or until it is determined that the running vehicle 2 has finished traveling in step S62 (step S62, Y)), step S51-> The processing loop of S52-> S57-> S60-> S62-> S51 is repeated, and when the determination formula of step S52 is no longer satisfied (step S52, N), the vehicle is in the high fuel consumption operation state (step S53, N: S55). , N), the current time is recorded as the end time Te of the high-fuel-consumption operation state in step S56, and the flag is returned to terminate the high-fuel-consumption operation state, return to normal driving, stop the warning for the driver, and proceed to step S62. Transfer. Thereafter, the above processing is repeated until it is determined in step S62 that the running vehicle 2 has finished traveling (step S62, Y).
[0068]
FIG. 9 is a diagram showing the processing by the fuel-efficient driving state determination mechanism in the first embodiment shown in FIG. 7 as a state transition.
FIG. 7A shows the determination of true / false (Y / N) in the determination formula of step S52, whether or not the fuel-efficient driving preparation state / high-fuel-efficient driving state at that time, and the operation of the processing device 3; FIG. 7B shows the relationship between the states 1 to 5 shown in FIG. 7A, their transition states, and the respective processing steps in FIG.
[0069]
As shown in the figure, in the present process, when the determination formula of step S52 is satisfied, the fuel-efficient driving preparation state is first set, and when the fuel-efficient driving state preparation period is maintained for a certain period (time threshold value Tth), the fuel-saving driving state is established. If the determination formula in step S52 is not satisfied while the vehicle is in the driving state / high fuel consumption operation preparation state, the high fuel consumption operation state / high fuel consumption driving preparation state is terminated and the period of the high fuel consumption operation state is recorded. It turns out that it is.
[0070]
As described above, according to the first embodiment, the driving state of the target vehicle can be determined based on only the traveling information collected in a general vehicle configuration. Therefore, the system can be realized at low cost by utilizing equipment generally mounted on a vehicle represented by a digital operation recorder or the like.
[0071]
In addition, since the driving condition is detected from the driver's direct operation such as the vehicle speed, the cause of the high fuel efficiency condition is clarified from the detected data, and the driver is provided with accurate driving guidance to improve the situation. You can do it.
Second embodiment
In the second embodiment, the change in the cruising speed is determined based on the change tendency of the traveling distance, and the time is excluded from the determination of the fuel-efficient driving. Hereinafter, a determination method in the case of the second embodiment will be described.
[0072]
FIG. 10 is a diagram illustrating an outline of the operation of the processing device 3 in the second embodiment.
The processing performed by the processing device 3 includes a fuel-efficient driving state recognition parameter calculation mechanism that calculates the cumulative value of the speed change represented in step S71 and a cruise speed change that is detected in step S72 to detect the change in cruise speed. It is composed of three mechanisms: a cruise speed change recognition parameter calculation mechanism for calculating parameters, and a high fuel consumption operation state determination mechanism for determining the presence or absence of a high fuel consumption operation state shown in steps S73 and S74. Of these three mechanisms, the fuel-efficient driving state recognition parameter calculation mechanism and the cruising speed change recognition parameter calculation mechanism are realized by the recognition parameter deriving unit 34 of FIG. 34 and the traveling state determination unit 35.
[0073]
Referring to the processing flow of the processing device 3 in FIG. 10, first, as step S71, the cumulative value of the speed change is calculated by the same processing as in the first embodiment. Next, in step S72, a correction parameter Va for the cruise speed change is calculated. Then, in step S73, of the speed change calculated in step S71, the section of the portion resulting from the cruise speed change obtained in step S72 is classified and deleted, and then, in step S74, whether the accumulated value of the speed change is equal to or more than the reference value is determined. A determination is made as to a reference value for recognizing a high-fuel-consumption driving state depending on whether the driving condition is higher than the reference value (step S74, Y) and a lower fuel-consumption driving state (step S74, N) is determined as normal driving. I do.
[0074]
Next, details of processing performed by each mechanism in the second embodiment shown in FIG. 10 will be described. The processing by the fuel-efficient driving state recognition parameter calculation mechanism in step S71 is the same as the processing according to the first embodiment described with reference to FIG.
[0075]
FIG. 11 is a flowchart illustrating a process performed by the fuel-efficient driving state recognition parameter calculation mechanism according to the second embodiment.
In the second embodiment, the fuel-efficient driving state recognition parameter calculation mechanism calculates a parameter Va for recognizing a change in the cruise speed of the target vehicle as a correction parameter for the change in the cruise speed.
[0076]
In the processing of FIG. 7, first, the processing device 3 acquires vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the on-vehicle device 1 (step S81).
At this time, the vehicle speed data Vz is subjected to a magnitude determination based on the speed threshold Vth for determining the road condition described above, and only when Vz> Vth (step S82, Y) and thereafter, the processing is performed. Returns the process to step S81 (step S82, N).
[0077]
Next, as step S84, it is determined whether or not the accumulated data number na of the currently accumulated speed data Vz and the difference value Az is smaller than the cruising speed defining tally section set value nath-1, and if it is smaller (step S84, Y), since the number of data still accumulated is small, the vehicle speed data Vz is accumulated on the memory (step S84), and the process returns to step S81. As described in the first embodiment, the cruising speed defining tally section set value nath takes a value sufficiently larger than the moving cumulative tally section set value nth.
[0078]
In step S83, if the number na of accumulated data is not smaller than the cruising speed regulation total section set value nath-1 (step S83, N), the necessary number of data has been accumulated. It is determined whether or not the number na = the total section setting value for cruising speed regulation nath. (Step S85, Y), as Step S86, the oldest acquisition time among the accumulated data is discarded, and the value of the accumulated data number na is also reduced by one, and then the process proceeds to Step S87.
[0079]
In step S87, the speed data Vz is accumulated in the memory, and the accumulated data number na is incremented by one. Then, as a step S88, the cruise speed recognition parameter Vc is obtained by dividing the total sum of the nath speed data Vz accumulated so far by the total number nath.
[0080]
Then, as step S89, the total sum Vs of the accumulated nth pieces of speed data Vz obtained in step S19 of FIG. 5 is obtained from the high fuel efficiency driving state recognition parameter calculation mechanism. Then, as a step S91, a difference between a value obtained by dividing the Vs obtained in the step S19 by the number of data nth from the Vc obtained in the step S88 and a value Va for cruising speed movement recognition is calculated (step S90).
[0081]
Until the running vehicle 2 finishes traveling (N in step S91), the process returns to step S81, and the above process is repeatedly executed each time the speed data Vz is input from the vehicle-mounted device 1 to the processing device 3. In the processing after this processing, it is assumed that the latest cruising speed movement recognition parameter Va obtained using the latest speed data Vz is always used.
[0082]
In the process shown in FIG. 11, the data transmitted from the vehicle-mounted device 1 is used as the speed data Vz used in the process. The method of acquiring the vehicle speed data used in the process is shown in FIGS. Similarly to the processing, data in a storage medium 13 such as an IC card removed from the on-vehicle device 1 is read out by a medium driving device 31 such as an IC card reader or stored in a storage device 32 in the processing device 3 as a database. It may be data on past operations.
[0083]
FIG. 12 is a flowchart illustrating a process performed by the fuel-efficient driving state determination mechanism according to the second embodiment.
By this processing, the period in which the operating vehicle 2 is in the high fuel consumption driving state, which is the driving state inappropriate for fuel consumption efficiency, is determined.
[0084]
In the fuel-efficient driving state determination mechanism, when the cruising speed movement recognition parameter Va and the fuel-efficient driving state recognition parameter Vp are calculated by the fuel-efficient driving state recognition parameter calculation mechanism and the cruising speed change recognition parameter calculation mechanism, they are acquired. (Step S101).
[0085]
Next, in steps S102 and S103, whether the absolute value of the cruise speed movement recognition parameter Va is smaller than the cruise speed change recognition threshold Vtha which is a threshold for recognizing a change in the cruise speed, and whether the cruise speed movement recognition parameter Vp is high fuel efficiency. It is determined whether or not the driving state recognition acceleration / deceleration amount threshold value Vpth is greater than the threshold value Vpth.
[0086]
In the fuel-efficient driving state determining mechanism according to the second embodiment, the cruising speed movement recognition parameter Va and the value of the cruising speed movement recognition parameter Va are determined in steps S102 and S103 by | Va | <Vtha and Vp> Vpth. By determining whether or not the condition is satisfied, it is determined whether or not the operating vehicle 2 is in the fuel-efficient traveling preparation state or the fuel-efficient traveling state. Of these, whether or not | Va | <Vtha in step S102 indicates whether or not the cruising speed of the operating vehicle 2 has changed, and whether or not Vp> Vpth in step S103 indicates that the accumulated speed change indicates that the fuel-efficient driving state has occurred. It shows a determination indicating whether it has changed to the extent that it can be determined.
[0087]
FIG. 13 is an explanatory diagram of the determination of the fuel-efficient driving state in the second embodiment.
The threshold value Vpth in the above-mentioned step S103 determination expression is synonymous with the threshold value Stha for recognizing the high fuel consumption operation state used in the determination expression in the first embodiment, and the determination expression in step S103 is the recognition of the high fuel consumption operation state. This is an equation for determining whether or not the speed change of the operating vehicle 2 is in a fuel-efficient driving state based on whether or not the parameter Vp is equal to or greater than the threshold value Vpth.
[0088]
The cruising speed movement recognition parameter Va is a parameter that defines a change in the cruising speed, and takes the difference between the average mileage per accumulation for an extremely large number of accumulations and the average mileage per accumulation for a small number of accumulations. Things. Therefore, if the cruising speed has not changed, the value of Va indicating the difference between the two becomes approximately 0, but not if the cruising speed has changed.
[0089]
When the cruising speed changes as shown on the left side in FIG. 13, a difference occurs between the ideal value and the actual traveling distance in the traveling distance. On the other hand, when the wavy operation is performed without changing the cruising speed as shown on the right side of the figure, there is no difference in the running distance between the ideal value and the actual running distance.
[0090]
In the second embodiment, the average mileage per accumulation for an extremely large number of accumulations is estimated as the ideal value, and when the difference between this value and the average mileage per accumulation for a small number of accumulations is large, the cruising speed is large. Is determined to have changed. This determination is made in the discriminant equation of step S102, and when it is determined that the cruise speed has changed without satisfying the discriminant equation of step S102, the cruise speed has changed without performing the discrimination by the discriminant equation of step S103. It is also considered that the fuel-efficient driving state has ended.
[0091]
Therefore, when the determination formulas | Va | <Vtha and Vp> vpth in steps S102 and S103 are satisfied, it is determined that “there is a state in which the cruise speed has a speed change amount deserving a warning of fuel-efficient driving and the cruise speed has not changed”. Is done. In the second embodiment, this equation is used as a determination equation to determine whether the operating vehicle 2 is in a high fuel consumption driving state or a high fuel consumption driving preparation state.
[0092]
If the determination formulas | Va | <Vtha and Vp> vpth are not satisfied in Steps S102 and S103 in FIG. 11 (Step S102, N or Step S103, N), the operation vehicle 2 prepares for the current fuel-efficient driving as Step S104. Since the vehicle is in a normal traveling state that is neither the state nor the high fuel consumption operation state, the flag indicating whether the vehicle is in the high fuel consumption operation preparation state provided in the memory in step S105 is checked. In step S106, a flag indicating whether or not the vehicle is in a high fuel consumption operation state is checked.
[0093]
In the case of normal running that is neither the fuel-efficient driving preparation state nor the fuel-efficient driving state (steps S104 and S106, N), the process proceeds to step S113, and while the operating vehicle 2 is running (steps S113, N). Steps S101 to S106 are repeated.
[0094]
In steps S102 and S103, if the determination formula is satisfied (steps S102, Y and S103, Y), it is checked in step S108 from the flag in the memory whether the vehicle is currently in the fuel-efficient driving preparation state. As a result, if the vehicle is not in the fuel-efficient driving preparation state (step S108, N), it is determined in step S111 whether or not the vehicle is in the fuel-efficient driving state. In S112, the current time is recorded as the time Ts when the fuel-efficient driving preparation state was entered, and the process proceeds to step S113 as the flag is set to the fuel-efficient driving preparation state.
[0095]
Thereafter, in the state in which the high fuel consumption operation preparation state is continuing, the duration thereof is checked (Tp = current time−time Ts when the high fuel consumption operation preparation state is entered), and a specific time (threshold value defining the high fuel consumption operation state) Tth) (N in step S109). If the determination formulas in steps S102 and S103 during this time are not satisfied (step S102, N or S103, N), the time Te recorded in step S112 is discarded, the flag is returned, and the fuel-efficient driving preparation state ends. (Step S104, N, Step S105).
[0096]
If the determination formulas of steps S102 and S103 are continuously satisfied during the specific period (Tth) after entering the fuel-efficient driving preparation state (step S109, Y), the section is recognized as the fuel-efficient driving state as step S110. The flag is changed from the fuel-efficient driving preparation state to the fuel-efficient driving state, and the driver is warned of the fuel-efficient driving state.
[0097]
Thereafter, in a state where the fuel-efficient driving state is continued, while the determination formulas of steps S102 and S103 are satisfied (or until it is determined that the running vehicle 2 has finished running in step S113 (step S113, Y)). The processing loop of step S101-> S102-> S103-> S108-> S111-> S112-> S101 is repeated, and if the determination formula of step S102 or S103 is no longer satisfied (step S102, N or S103, N), a high level is set. Since the vehicle is in the fuel-efficient driving state (Steps S104, N and S106, N), the time when Vp <Vthp is satisfied in Step S107 is recorded as the high-fuel-consumption driving state end time Te, and the flag is returned to terminate the high-fuel-consumption driving state. Then, the warning to the driver is stopped, and the process proceeds to step S113. Thereafter, the above processing is repeated until it is determined in step S113 that the running vehicle 2 has finished traveling (step S113, Y).
[0098]
FIG. 14 is a diagram showing the processing by the fuel-efficient driving state determination mechanism in the second embodiment shown in FIG. 12 as a state transition.
FIG. 7A shows the determination of true / false (Y / N) in the determination formulas of steps S102 and S103, whether the state is the fuel-efficient driving preparation state / the fuel-efficient driving state, and the operation of the processing device 3 at that time. FIG. 11B shows the relationship between the states 1 to 9 shown in FIG. 10A, their transition states, and the processing steps in the flowchart of FIG.
[0099]
From this figure, this processing is basically the same as that in the first embodiment, and the values of the cruising speed movement recognition parameter Va and the fuel-efficient driving state recognition parameter Vp are determined by the determination equations in steps S102 and S103. When the condition is satisfied, the vehicle first enters the high fuel consumption operation preparation state, and when the high fuel consumption operation state preparation period is maintained for a certain period (time threshold value Tth), the state becomes the high fuel consumption operation state. When the determination formulas of S103 and S103 are not satisfied, it is understood that the process of terminating the high fuel consumption operation state / high fuel consumption operation preparation state and recording the period of the high fuel consumption operation state is performed.
Third embodiment
The third embodiment is based on the premise that the operating vehicle 2 is provided with an accelerator opening sensor that detects whether the throttle of the accelerator is opened by N% or more, and measures the accelerator opening. The recognition parameter Vpn is weighted by using the information on the accelerator opening, and the recognition parameter Vp in the fuel-efficient driving state is obtained. The third embodiment deals with a case where the transmission frequency of the information 11b from the accelerator opening sensor to the processing device 3 from the vehicle-mounted device 1 is low.
[0100]
In the third embodiment, the processing method by the cruising speed change recognition parameter calculating mechanism and the fuel-efficient driving state determining mechanism may use either the above-described first embodiment or the second embodiment. .
[0101]
As one method of transmitting the information 11b from the accelerator opening sensor from the vehicle-mounted device 1 to the processing device 3, a predetermined time of data is accumulated on the vehicle-mounted device 1 side, and a plurality of data are collected at a predetermined cycle. To the processing device 3. In the third embodiment, such a configuration is dealt with using long-period accelerator opening information.
[0102]
FIG. 15 is a supplementary diagram for describing use of long-period accelerator opening information in the third embodiment.
In the figure, the vehicle speed change value Az is sorted according to the magnitude. In the figure, the vertical direction shows the acceleration / deceleration (vehicle speed change value) Az, and the horizontal direction shows the time interval n of one acquisition cycle. . The time Tn indicates the accumulated time during which the accelerator opening N% or less in the time section n, and Tm indicates the total time during which the acceleration / deceleration Az (z = n) takes a value from 0 to a negative value.
[0103]
In the figure, time Tn indicates a time during which the driver does not step on the accelerator, and time Tm indicates a time during which the vehicle speed is decreasing. Therefore, when the time Tn is longer than the time Tm, it indicates that the operating vehicle 2 is sometimes accelerating even when the accelerator is not depressed. In the third embodiment, the acceleration / deceleration Az of this portion of time is arbitrarily weighted from the accumulated data, and is excluded from the data used when obtaining the recognition parameter Vp.
[0104]
FIG. 16 is a flowchart illustrating a process performed by the fuel efficiency driving state recognition parameter calculation mechanism according to the third embodiment. It is assumed that the process of FIG. 14 enters the step S20-a of the process shown in FIG.
[0105]
In the third embodiment, in a state where the total sum Vs of the nth pieces of speed data Vz that have been accumulated so far is calculated in step S19, as step S121, the accumulated time equal to or less than the accelerator opening degree N% in the time section n. Tn is totalized.
[0106]
Next, as step S122, the acceleration / deceleration Az (z = n) in the same time section n is obtained. Then, a value in which the acceleration / deceleration amount of the acceleration / deceleration Az takes a value from 0 to a negative value is extracted, and the total time Tm is obtained. Then, the time Tm obtained in step S123 is subtracted from the time Tn obtained in step S121 to obtain a weighting target time Tr (step S124).
[0107]
When the value of the weighting target time Tr is not positive (step S125, N), the process directly proceeds to the process of step S21 in FIG. 5, but when the value is positive (step S125, Y), the acceleration / deceleration Az ( In the case of z = n), the time Tr is extracted from the lower one, which takes a positive value, and is weighted by the arbitrary constant C at the time of accumulation as a section in which the high fuel consumption state does not respond.
[0108]
In the weight change process in the third embodiment shown in FIG. 16, the time-period n is used to calculate the high-fuel-consumption driving state recognition parameter Vpn that is calculated when the high-fuel-consumption driving state recognition parameter Vp is obtained in step S21. The aggregation section n corresponding to the start / end time of the aggregation section is selected.
[0109]
In the third embodiment, by using the information from the accelerator opening sensor, it is possible to exclude a case where the accelerator is accelerated even when the throttle of the accelerator is not opened, such as a downward slope, from the determination of the high fuel consumption driving state. .
[0110]
FIG. 17 is a diagram illustrating an output example of the warning record information.
The figure shows the violation record that urges the driver to reflect on the driver, the date and time of the violation, the time and distance of the violation, the details of the violation, and the like in one operation unit or one month unit. An example in which the cause is output as a form is shown.
[0111]
These pieces of information are calculated based on the speed data stored in the storage device 32 (the storage device 52) as the speed data and the information on the period of the high fuel consumption operation state stored by the high fuel consumption operation state determination mechanism. Is output. For example, the violation distance is obtained and output from the time of the violation and its speed.
[0112]
In addition to the details of the violation, in addition to the high fuel efficiency driving state, it is possible to point out speed violations, rapid acceleration, idling over, etc. from the relationship between speed and time, and the cause of the violation is the time during the high fuel efficiency driving state. It is possible to judge from the change in the vehicle speed whether the accelerator is depressed excessively or the brake is excessively depressed, and these can be pointed out together with the details of the violation.
[0113]
In addition, information on road conditions such as road gradients and congestion is used to analyze the details and causes of violations. More accurate judgment can be made, and more appropriate guidance can be given to the driver.
[0114]
As a method of outputting the warning record information, not only the format as shown in FIG. 17 but also data from the past several years is taken out, the trend is divided every month, and the trend for one year (the (A rise in the level of operation).
[0115]
FIG. 18 is a diagram illustrating an example in which warning record information is output as a graph.
In the figure, the driving status is output in the form of a single operation, and the time is shown in a graph with the horizontal axis being the horizontal axis and the vehicle speed being the vertical axis, below which the time period in which each violation was committed is displayed. ing.
[0116]
Thereby, the driver can grasp the tendency of his / her driving.
FIG. 19 is a diagram illustrating an example of a case where warning record information is output in a form combined with other information.
[0117]
FIG. 3 is an example in which the warning record information is output in a form in which the position information and the map information by the GPS mounted on the operating vehicle 2 are combined.
In the case of this example, the in-vehicle device 1 stores and accumulates the position information by GPS as information 11 from the sensor in the storage device 32 (storage device 52) in association with speed and time information, and the processing device 3 And the map information stored therein or obtained from another location, and the output of the warning record is generated. In the case of the figure, the operation route of the operating vehicle 2 and the range and time at which the offense was committed on the operation route are displayed on a map, and the driver who saw this shows the details of the violation and It can be specifically and clearly recognized based on the situation.
[0118]
FIG. 20 is a system environment diagram of a computer when the functions of the processing device 3 are realized on a general-purpose computer.
The computer shown in the figure includes a CPU 81, a main storage device 82 serving as a work area for each program, an auxiliary storage device 83 such as a hard disk in which each program and database are recorded, and an input / output device (I / O) 84 such as a display and a keyboard. , A modem or a network connection device 85 and a medium reading device 86 for reading stored contents from a portable storage medium such as a disk or a magnetic tape, and these are connected to each other by a bus 88.
[0119]
When the various functions of the processing device 3 described so far are realized by software, the CPU 81 uses the main storage device 82 as a work area and uses the main storage device 82 as a work area based on programs on the main storage device 82 and the auxiliary storage device 83. Alternatively, it is realized by reading data such as various thresholds and line detection stored in the auxiliary storage device 83.
[0120]
In the computer shown in FIG. 20, a program and data stored in a storage medium 87 such as a magnetic tape, a flexible disk, a CD-ROM, and an MO are read by a medium reading device 86, and are read into a main storage device 82 or an auxiliary storage device 83. to download. Each process according to the present embodiment can be realized by software by the CPU 81 executing the program or data.
[0121]
In the computer of FIG. 12, application software may be exchanged using a storage medium 87 such as a flexible disk. Therefore, the present invention is not limited to the vehicle driving state determination system and the vehicle driving state determination method, but includes a program or a program for causing a computer to perform the functions of the above-described embodiment of the present invention when used by the computer. May be configured as a computer-readable storage medium 87 in which is stored.
[0122]
In this case, as shown in FIG. 13, for example, the “storage medium” is detachable from a medium drive device 97 such as a CD-ROM, a flexible disk (or an MO, a DVD, or a removable hard disk). A portable storage medium 96, a storage means (database or the like) 92 in an external device (a server or the like) transmitted via the network line 93, a memory (RAM or a hard disk or the like) 95 in a main body 94 of the computer 91, or the like. included. The program stored in the portable storage medium 96 or the storage means (database or the like) 92 is loaded into a memory (RAM or hard disk or the like) 95 in the main body 94 and executed.
[0123]
(Supplementary Note 1) A driving state determination system in which a processing device acquires driving information from one or more target vehicles and determines a driving state,
The target vehicle is
Transmitting means for transmitting driving information based on the vehicle speed at regular intervals;
Warning means for warning a driver based on an instruction from the processing device;
With
The processing device is
Receiving means for receiving the traveling information from one or more target vehicles;
Traveling information storage means for storing the traveling information for a fixed time;
Using driving information for the fixed time, driving state determining means for determining the driving state of the target vehicle,
Warning instruction means for performing the instruction on the target vehicle based on the result of the determination,
An operation state discrimination system comprising:
[0124]
(Supplementary Note 2) A processing device of a system in which the processing device acquires driving information based on a vehicle speed from one or more target vehicles and determines a driving state,
Receiving means for receiving the traveling information from one or more target vehicles;
Traveling information storage means for storing the traveling information for a fixed time;
Using driving information for the fixed time, driving state determining means for determining the driving state of the target vehicle,
A processing device comprising:
[0125]
(Supplementary Note 3) The processing device according to Supplementary Note 2, further comprising a determination result storage unit that records a determination result by the operating state determination unit in association with at least one of position information and time information.
[0126]
(Supplementary note 4) The vehicle according to Supplementary note 2 or 3, further comprising a warning unit that warns the driver in association with at least one of the position information and the time information based on the determination result by the driving state determination unit. Processing equipment.
[0127]
(Supplementary Note 5) An in-vehicle device that acquires driving information based on a vehicle speed from a vehicle to determine a driving state,
Traveling information storage means for storing the traveling information for a fixed time;
Using driving information for the fixed time, driving state determining means for determining the driving state of the target vehicle,
Warning means for warning the driver based on the result of the determination;
A vehicle-mounted device comprising:
[0128]
(Supplementary Note 6) A driving state determination method for obtaining driving information of a target vehicle and determining a driving state,
The driving information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory,
Using the traveling information for the certain time, determining the driving state of the target vehicle
A method for determining an operating state, comprising:
[0129]
(Supplementary Note 7) The operating state determination method according to Supplementary Note 6, wherein it is determined whether the driving state is a high fuel consumption driving state where the fuel consumption is poor.
[0130]
(Supplementary Note 8) At least one of the information indicating the speed of the target vehicle or the information indicating the acceleration for a predetermined time is accumulated and stored as the traveling information, and at least one of the information indicating the speed of the target vehicle or the information indicating the acceleration is stored. The driving state determining method according to claim 6, wherein the driving state of the target vehicle is determined using the driving state.
[0131]
(Supplementary note 9) The driving state determination method according to any one of Supplementary notes 6 to 8, wherein the driving state of the target vehicle is determined using information indicating an operation state of an accelerator.
[0132]
(Supplementary note 10) The driving state of the target vehicle is determined by weighting the traveling information for the predetermined time based on the information indicating the operation state of the accelerator, and the driving state of the target vehicle is determined. Operating state determination method.
[0133]
(Supplementary note 11) The vehicle according to any one of Supplementary notes 6 to 10, wherein a traveling distance of the vehicle at an arbitrary time interval is obtained from the traveling information, and the driving state of the target vehicle is determined based on the traveling distance. Operating state determination method.
[0134]
(Supplementary Note 12) Any of the supplementary notes 6 to 10, wherein a change in the vehicle speed of the target vehicle over a certain period of time is determined from the travel information, and the driving state of the target vehicle is determined based on the change. An operation state determination method according to one of the above aspects.
[0135]
(Supplementary Note 13) A driving state determination method for obtaining driving information of a target vehicle and determining a driving state,
Using the traveling information stored in the memory and based on the vehicle speed of the target vehicle for a certain period of time, determining the driving state of the target vehicle
A method for determining an operating state, comprising:
[0136]
(Supplementary Note 14) When used by a computer that acquires driving information of the target vehicle and determines the driving state,
The driving information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory,
Using the traveling information for the certain time, determining the driving state of the target vehicle
A program that causes the computer to execute the above.
[0137]
(Supplementary Note 15) When used by a computer that acquires driving information of the target vehicle and determines a driving state,
The driving information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory,
Using the traveling information for the certain time, determining the driving state of the target vehicle
And a computer-readable portable storage medium storing a program for causing the computer to execute the above.
[0138]
【The invention's effect】
According to the present invention, a clear reasoning in accordance with a numerical value can be made in determining the offending operation. Therefore, it is possible to analyze the operation status, which has not been conventionally performed, and to perform a detailed evaluation. Therefore, more appropriate operation guidance and operation management for the driver can be performed.
[0139]
Further, it is possible to determine the operating state of the vehicle without adding new devices and configurations to the configuration provided in the standard vehicle. Therefore, the system can be easily and inexpensively constructed as compared with the conventional system and method.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a basic configuration of a system according to an embodiment.
FIG. 2 is a diagram illustrating an example of system operation in the present embodiment.
FIG. 3 is a block diagram illustrating another configuration example of the vehicle-mounted device.
FIG. 4 is a diagram showing an outline of an operation in the first embodiment.
FIG. 5 is a flowchart showing processing by a fuel efficiency driving state recognition parameter calculation mechanism.
FIG. 6 is a flowchart illustrating processing by a cruise speed change recognition parameter calculation mechanism according to the first embodiment.
FIG. 7 is a flowchart showing processing by a fuel-efficient driving state determination mechanism according to the first embodiment.
FIG. 8 is a diagram illustrating a determination of a fuel-efficient driving state according to the first embodiment.
FIG. 9 is a state transition diagram of a fuel-efficient driving state determination mechanism according to the first embodiment.
FIG. 10 is a diagram illustrating an outline of an operation in the second embodiment.
FIG. 11 is a flowchart illustrating processing by a cruise speed change recognition parameter calculation mechanism according to the second embodiment.
FIG. 12 is a flowchart illustrating a process performed by a fuel-efficient driving state determination mechanism according to the second embodiment.
FIG. 13 is an explanatory diagram of a determination of a fuel-efficient driving state in a second embodiment.
FIG. 14 is a state transition diagram of a fuel-efficient driving state determination mechanism according to the second embodiment.
FIG. 15 is a supplementary diagram regarding use of long-period accelerator opening information in the third embodiment.
FIG. 16 is a flowchart illustrating a process performed by a fuel efficiency driving state recognition parameter calculation mechanism according to the third embodiment.
FIG. 17 is a diagram (part 1) illustrating an output example of warning record information;
FIG. 18 is a diagram (part 2) illustrating an output example of warning record information.
FIG. 19 is a diagram (part 3) illustrating an output example of warning record information;
FIG. 20 is a system environment diagram of a computer.
FIG. 21 is a diagram illustrating an example of a medium.
[Explanation of symbols]
1,5 On-board equipment
2 operating vehicles
3 Processing equipment
4 offices
11 Acquisition information
12, 31 storage medium drive
32, 52 Internal storage device
33, 53 Various judgment / condition setting sections
34, 54 recognition parameter deriving unit
35, 55 Running state determination unit
37, 57 output device

Claims (5)

A processing device of a system in which the processing device acquires driving information based on a vehicle speed from one or more target vehicles and determines a driving state,
Receiving means for receiving the traveling information from one or more target vehicles;
Traveling information storage means for storing the traveling information for a fixed time;
Using driving information for the fixed time, driving state determining means for determining the driving state of the target vehicle,
A processing device comprising: 2. The processing apparatus according to claim 1, further comprising a determination result storage unit that records a determination result by the operation state determination unit in association with at least one of position information and time information. An in-vehicle device that acquires driving information based on a vehicle speed from a vehicle to determine a driving state,
Traveling information storage means for storing the traveling information for a fixed time;
Using driving information for the fixed time, driving state determining means for determining the driving state of the target vehicle,
An in-vehicle device comprising: a warning unit that warns a driver based on the determination result. A driving state determination method for obtaining driving information of a target vehicle and determining a driving state,
The driving information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory,
A driving state determination method, wherein the driving state of the target vehicle is determined using the traveling information for the predetermined time. When used by a computer that acquires driving information of the target vehicle and determines the driving state,
The driving information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory,
A program for causing the computer to determine the driving state of the target vehicle using the traveling information for the predetermined time.

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