JP2012238257A - Driving evaluation apparatus and driving evaluation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving evaluation apparatus in which driving can be evaluated fairly by determining a congestion situation on the basis of congestion information obtained objectively, and a driving evaluation system.SOLUTION: While a vehicle travels, a position of the vehicle is detected by a GPS receiving section 14, congestion information of a road along which the vehicle will travel is acquired by a road traffic information receiving section 15. On the basis of the congestion information, it is determined whether or not congestion occurs in the road along which the vehicle has traveled. Further, a degree of congestion is detected. In accordance with the degree of congestion, driving evaluation target data based on driving behaviors are corrected. Therefore, the evaluation of safety driving or economical driving can be prevented from being decreased by congestion and driving can be evaluated fairly while considering influences of congestion.

Description

  The present invention relates to a driving evaluation apparatus and a driving evaluation system for evaluating safe driving or economic driving of a driver who drives a vehicle.

  Conventionally, driving evaluation systems for evaluating driving tendency (safety and economic efficiency) for each driver in vehicles such as taxis, buses, and courier services have been proposed. The driving evaluation system records, for example, speed data and rotation speed data from the start to the end of driving by using a digital tachograph mounted on the vehicle, and the vehicle is suddenly started based on these data. The driving evaluation target data such as the number of times, the number of times the brake is operated, and the idling time are obtained, and the driving tendency for each driver is evaluated based on the driving evaluation target data. For example, when the number of sudden starts is large, when the number of brake operations is large, or when the idling time is long, it is determined that the driving tendency of the driver is inferior to safe driving and economic driving, Driving evaluation is low.

  However, when actually driving a vehicle, the road on which the vehicle is traveling may become congested. In such a case, the number of times of brake operation is inevitably increased and the idling time becomes longer. If the driver's driving tendency is evaluated by directly reflecting the driving evaluation target data, it is not possible to obtain an accurate evaluation result. In other words, this driver has a low driving evaluation even though he / she actually drove in consideration of safety and economy, and compared with other drivers who are not driving in a traffic jam section. The problem of increased injustice arises.

  Therefore, for example, as disclosed in Patent Document 1, when there is a section where the average speed of the vehicle is low, it is determined that this section is congested, and the driving evaluation target data acquired in this section is used. By omitting, a method has been proposed in which each driver's driver is evaluated using only the driving evaluation target data acquired in a section where no traffic jam occurs.

JP 2006-292418 A

  However, in the conventional example disclosed in Patent Document 1 described above, for example, when a vehicle travels in a residential area, the vehicle travels at a low speed regardless of the traffic jam section, so it is difficult to determine whether the vehicle is in the traffic jam section. . In addition, when the driver intentionally travels at a low speed, it may be misrecognized as a traffic jam section, which causes a problem that fair evaluation cannot be performed.

  The present invention has been made to solve such a conventional problem, and the purpose of the present invention is to evaluate a fair driving evaluation by judging a traffic jam situation based on traffic jam information obtained objectively. It is in providing the driving | operation evaluation apparatus and driving | operation evaluation system which can perform.

  In order to achieve the above object, the driving evaluation apparatus according to claim 1 of the present application records various driving evaluation target data when the driver drives the host vehicle, and based on each driving evaluation target data, In the driving evaluation device that evaluates the driving tendency of the driver, the vehicle position detection means (GPS receiver) that detects the driving position of the host vehicle, and the vicinity of the host vehicle traveling path transmitted from the road traffic information communication system The traffic information receiving means for receiving the traffic information of the vehicle, the behavior acquiring means for acquiring the behavior of the vehicle, and the driving evaluation target data for creating the various driving evaluation target data based on the behavior detected by the behavior acquiring means Based on the travel position of the own vehicle detected by the creating means, the own vehicle position detecting means, and the traffic jam information received by the traffic information receiving means, the driving evaluation target data is influenced by the traffic jam. A correction coefficient determination means for determining a correction factor indicating the degree to undergo, the driving evaluation object data, and based on the correction coefficient, characterized by comprising evaluation means for evaluating the driving tendency of the driver, the.

  According to a second aspect of the present invention, the behavior acquisition means acquires a traveling speed from a speedometer mounted on the host vehicle, acquires an engine speed from an engine speed meter, and performs a brake operation from a brake operation detector. It is characterized by acquiring.

  According to a third aspect of the present invention, the driving evaluation target data creating means is configured to determine the number of start times, the idling time, and the number of brake operations based on the travel speed, engine speed, and brake operation acquired by the behavior acquisition means. It is characterized by seeking at least one of them.

  In the invention according to claim 4, the correction coefficient is set so as to become a lower numerical value as the degree to which the driving evaluation target data is affected by the traffic congestion becomes larger. The longer the length, the lower the correction coefficient is set.

  The driving evaluation system according to claim 5 includes an analysis device and an in-vehicle device mounted on the host vehicle, acquires behavior data when the driver drives the host vehicle with the in-vehicle device, and performs the analysis. In the apparatus, in the driving evaluation system for recording various driving evaluation target data based on the behavior data, and evaluating the driving tendency of the driver based on the driving evaluation target data, the in-vehicle device includes the Vehicle position detecting means (GPS receiver) for detecting the traveling position of the vehicle, traffic information receiving means for receiving traffic jam information in the vicinity of the traveling path of the vehicle transmitted from the road traffic information communication system, and behavior of the vehicle Behavior acquisition means for acquiring, and the analysis device, based on the behavior detected by the behavior acquisition means, various driving evaluation target data creation means for creating the driving evaluation target data, A correction for determining a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic jam based on the travel position of the host vehicle detected by the vehicle position detection unit and the traffic jam information received by the traffic information receiving unit. Coefficient determining means, and evaluation means for evaluating a driving tendency of the driver based on the driving evaluation object data and the correction coefficient are provided.

  According to a sixth aspect of the present invention, the behavior acquisition means acquires a traveling speed from a speedometer mounted on the host vehicle, acquires an engine speed from an engine speed meter, and performs a brake operation from a brake operation detector. It is characterized by acquiring.

  According to a seventh aspect of the present invention, the driving evaluation target data creating means is configured to determine the number of start times, the idling time, and the number of brake operations based on the travel speed, the engine speed, and the brake operation acquired by the behavior acquisition means. It is characterized by seeking at least one of them.

  In the invention according to claim 8, the correction coefficient is set so as to become a lower numerical value as the degree to which the driving evaluation target data is affected by the traffic congestion becomes larger, and the correction coefficient calculating means The longer the length, the lower the correction coefficient is set.

  In the driving evaluation apparatus and the driving evaluation apparatus according to the present invention, the traffic information of the road on which the vehicle has traveled is acquired by the own vehicle position detecting means and the communication information receiving means, and the correction coefficient is determined according to the degree of the traffic jam. The driving evaluation target data is corrected according to the correction coefficient. Therefore, it is possible to appropriately evaluate the driver even when there is a traffic jam.

It is a block diagram which shows the structure of the driving | running evaluation apparatus which concerns on 1st Embodiment of this invention. It is explanatory drawing which shows the evaluation object used with the driving | running evaluation apparatus and driving | operation evaluation system which concern on embodiment of this invention. It is a flowchart which shows the processing operation of the driving | running evaluation apparatus which concerns on 1st Embodiment of this invention. It is explanatory drawing which shows the radar chart produced with the driving | running evaluation apparatus and driving | operation evaluation system which concern on embodiment of this invention. It is explanatory drawing which shows the driving | running ranking table created with the driving | running evaluation apparatus and driving | operation evaluation system which concern on embodiment of this invention. It is explanatory drawing which shows the frequency | count of the brake which the driver | operator operated, (a) does not correct | amend, (b) shows the case where it correct | amends. It is explanatory drawing which shows idling time at the time of vehicle travel, (a) is idling time when not correcting, (b) is idling time when correcting, (c) is congestion / congestion time level, (d) is correcting Indicates the coefficient. It is a block diagram which shows the structure of the driving | operation evaluation system which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the processing operation of the vehicle equipment in the driving | operation evaluation system which concerns on 2nd Embodiment of this invention. It is a flowchart which shows the processing operation of the analyzer in the driving | operation evaluation system which concerns on 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Description of First Embodiment]
FIG. 1 is a block diagram showing the configuration of the driving evaluation apparatus according to the first embodiment of the present invention. As shown in FIG. 1, the driving evaluation apparatus 100 includes a CPU 11 that performs overall control, a ROM 12 that stores various programs such as a system program for operating the apparatus, and various data necessary for the calculation of the CPU 11. , A GPS receiving unit (Global Positioning System; 14) for acquiring position information of the own vehicle, and a road traffic information receiving unit for acquiring traffic information transmitted from the road traffic information communication system (Traffic information receiving means) 15, an external input I / F 16 for inputting data output from an external device, an input unit 17 for receiving various input operations, a display 18 for displaying various data on a screen, a map A map database 19 for storing data; and a driving evaluation database 20 for storing data relating to driving evaluation. .

  Further, various types of data are written to the IC card 24, the card I / F 21 that reads data written on the IC card 24, and a speed that is connected to the speedometer of the vehicle and obtains speed data output from the speedometer. An I / F (behavior acquisition means) 22, an engine speed I / F (behavior acquisition means) 23 connected to an engine speed meter of the vehicle and acquiring engine speed data output from the speed form; It has.

  In the driving evaluation apparatus 100 according to the present embodiment, the CPU 11 obtains data (driving evaluation target data) on the following driving evaluation target items by the processing of the CPU 11, and is further acquired by the road traffic information receiving unit 15. The driving evaluation target data is corrected based on the traffic congestion information on the road, and the driving tendency of the driver is evaluated based on the corrected driving evaluation target data. That is, the CPU 11 has a function as driving evaluation target data creation means for creating various driving evaluation target data based on the behavior detected by the behavior acquisition means, and the host vehicle is detected by the GPS receiver 14. Based on the travel position of the vehicle and the traffic information received by the road traffic information receiving unit 15, a function as a correction coefficient determination means for determining a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic, And a function as evaluation means for evaluating the driving tendency of the driver based on the driving evaluation target data and the correction coefficient.

  Here, the driving tendency is evaluated by classifying the driving tendency into two, that is, a safe driving tendency for determining whether or not it contributed to safe driving and an economic driving tendency for determining whether or not it contributed to economic driving.

[About items subject to driving evaluation]
In the present embodiment, the items shown in FIG. 2 are set as driving evaluation target items that are indexes for evaluating the driving tendency of the driver. That is, the maximum speed on a general road when driving a vehicle, the maximum speed on a high speed road, the number of speed over, the speed over time, the engine speed, the engine over speed, the engine over speed, the number of sudden starts The number of rapid acceleration, number of starts, idling time, number of brake operations are set.

  Here, the maximum speed on a general road and the maximum speed on a high-speed road are used as evaluation targets for safe driving. The speed over frequency is the number of times of operation exceeding the speed limit, and the speed over time is the total time of operation exceeding the speed limit, both of which are used as evaluation targets for safe operation and economic operation.

  The engine overspeed is the number of times that the engine speed has exceeded a preset threshold speed, and the engine speed overtime is the total time that the engine speed has exceeded the threshold speed. Use as an evaluation target. The engine speed is also used as an evaluation target for economic operation.

  The sudden start number is the number of times the vehicle is suddenly started, and it is determined whether or not the vehicle is suddenly started by detecting a speed change from the stop state. The number of rapid accelerations is the number of times the vehicle is suddenly accelerated, and it is determined whether the vehicle is rapidly accelerating by detecting a change in speed when the vehicle is traveling. The number of starts is the number of times the stopped vehicle is started. Then, the number of sudden starts, the number of sudden accelerations, and the number of starts are used as evaluation targets for safe driving and economic driving.

  The idling time can be determined as the time during which the engine is rotating while the vehicle is stopped, and is used as an evaluation target for economic driving. The number of brake operations can be detected as the number of times the brake pedal is operated, and is used as an evaluation target for safe driving and economic driving.

  In the present embodiment, a correction coefficient is calculated for an item that is affected by a traffic congestion situation among the above-described driving evaluation target items, and the driving tendency of the driver is evaluated using the correction coefficient. Specifically, correction coefficients are calculated for items indicated by black circles in FIG.

[Calculation of correction coefficient]
First, a first specific example for calculating the correction coefficient will be described. 6A and 6B are diagrams showing the number of times of operation of the brake operated during driving. FIG. 6A shows a case where the traffic jam situation is not taken into consideration (when no correction is made), and FIG. 6B shows a case where the data is corrected considering the traffic jam situation. Shows the case. When the vehicle travels through 7 sections of A, B, C, D, E, F, and G, the number of brake operations is 10 in the A section, 10 in the B section, 100 in the C section, and in the D section. Assuming 50 times, 10 times in the E section, 20 times in the F section, and 10 times in the G section, as shown in FIG. Used as Therefore, the number of brake operations per unit travel distance is obtained as (10 + 10 + 100 + 50 + 10 + 20 + 10) / (A + B + C + D + E + F + G).

  On the other hand, in the present embodiment, the number of brake operations is corrected based on traffic jam information transmitted from the road traffic information communication system. Specifically, the section in which the acquired traffic information is “congested” excludes the data, and the section in which the acquired traffic information is “congested” is multiplied by the correction coefficient “0.5” to the number of brake operations. .

  Therefore, for example, when the C section is “congested” and the D section is “congested”, the data of the C section is excluded and the correction coefficient “0.5” is multiplied for the D section. I do. As a result, since the number of brake operations is 25 in the D section, the number of brake operations per unit travel distance is calculated as (10 + 10 + 25 + 10 + 20 + 10) / (A + B + D + E + F + G), which is a lower value than in the case of FIG. Become.

  Next, a second specific example for calculating the correction coefficient will be described. FIGS. 7A and 7B are diagrams showing idling time during driving of the vehicle, in which FIG. 7A shows a case where the traffic jam situation is not considered (when correction is not performed), and FIG. 7B is a diagram which corrects the idling time data considering the traffic jam situation. (C) shows the level of congestion and congestion, and (d) shows the correction coefficient set based on the level of congestion and congestion. The idling time when the vehicle travels through 7 sections A, B, C, D, E, F, and G is 0 minutes in the A section, 0 minutes in the B section, 10 minutes in the C section, and 10 minutes in the D section. Assuming that it is 2 minutes in the E section, 0 minute in the F section, and 2 minutes in the G section, the idle time is directly used as data as shown in FIG. Therefore, the idling time per unit travel distance is obtained as (0 + 0 + 10 + 10 + 2 + 0 + 2) / (A + B + C + D + E + F + G).

  On the other hand, in this embodiment, the idling time is corrected based on the traffic jam information transmitted from the road traffic information communication system. Specifically, as shown in FIG. 7C, the level of time during which congestion / congestion has continued is set to “large” (C minutes or more), “medium” (B to C minutes), “small” (A to B minutes) (however, C> B> A), and further, as shown in FIG. 7 (d), a correction coefficient corresponding to the degree of traffic jam and the continuous time is set in advance. Then, a correction coefficient is obtained based on the traffic jam situation (traffic jam or congestion) and the duration of the traffic jam / congestion, and the idling time is corrected using this correction coefficient.

  For example, as shown in FIG. 7B, when the traffic is “congested” in the section C and the traffic time level is “large”, the correction coefficient is “based on FIG. 7C and FIG. 0 ”. Further, in the case where “congestion” is in the D section and the congestion time level is “small”, the correction coefficient is set to “0.4”. Further, if the E section is “congested” and the congestion time level is “large”, the correction coefficient is set to “0.5”.

  Then, using these correction factors, the idling time per unit travel distance is obtained as (0 + 0 + 0 + 4 + 1 + 0 + 2) / (A + B + C + D + E + F + G), which is a lower value than in the case of FIG.

  As described above, the correction of the evaluation data can be performed by using the correction coefficient according to the traffic jam condition, and the evaluation data can be obtained in consideration of the influence due to the traffic jam situation.

[Description of Operation of First Embodiment]
Next, the operation of the driving evaluation apparatus 100 according to the present embodiment configured as described above will be described with reference to the flowchart shown in FIG.

  First, in the process of steps S11 to S13, various data from the start to the end of traveling of the vehicle is divided into a plurality of sections and acquired. For example, when evaluating the driving tendency of a driver who works at a shipping company, various data acquired during the period from when the driver leaves the sales office to the time when the driver returns to the sales office is used for each section (for example, A , B, C,... G).

  Specifically, in the process of step S11, the CPU 11 acquires traffic jam information received by the road traffic information receiving unit 15, and stores the acquired traffic jam information in the RAM 13 shown in FIG.

  In the process of step S12, the CPU 11 performs data relating to vehicle behavior, that is, vehicle speed data acquired via the speed I / F 22, and engine speed data acquired via the engine speed I / F. And the acquired data is stored in the RAM 13.

  In step S <b> 13, the CPU 11 acquires the position data of the host vehicle received by the GPS receiver 14 and stores this position data in the RAM 13.

  And the evaluation which shows the driving | running tendency about the driver | operator who becomes object is calculated by the process after step S14.

  In step S <b> 14, the CPU 11 determines whether or not there is a section where the traffic jam occurs in the section of the travel route on which the host vehicle has traveled based on the traffic jam information acquired in the process of step S <b> 11. When there is a congested section (YES in step S14), the CPU 11 obtains a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic jam based on the above-described method.

  In step S15, the CPU 11 multiplies the driving evaluation target data by the correction coefficient described above to obtain an evaluation score. For example, when 1 km of traffic congestion has occurred at an intersection existing in “Section D”, the correction coefficient for the number of times of brake operation, which is the driving evaluation target data measured in “Section D”, is 0.5. To do. Then, when the number of braking operations when traveling in the “section D” is 50 times, the correction coefficient is multiplied by 0.5 to obtain 25 times. That is, it is determined that the number of brake operations after correction in “Section D” is 25 times. In step S17, the CPU 11 stores the corrected number of brake operations in the RAM 13 as an evaluation point.

  In step S <b> 16, the CPU 11 does not correct the calculated driving evaluation target data and stores it in the RAM 13 as an evaluation score as it is in step S <b> 17. For example, when the number of brake operations is 10 in “section E” where no traffic jam occurs, this data is stored in the RAM 13 as an evaluation score.

  In steps S18 and S19, the CPU 11 displays various selection screens on the display 18. As the selection screen, screens such as “display radar chart”, “display driving ranking table”, and “end” are displayed.

  In step S20, the CPU 11 accepts selection of each selection screen. If “display radar chart” is selected, the process proceeds to step S21. If “display driving ranking table” is selected, the process proceeds to step S25, and “end” is selected. In this case, this process is terminated.

  In step S <b> 21, the CPU 11 displays a radar chart search image on the display 18. In step S22, the CPU 11 receives an input of conditions for displaying the radar chart. When various conditions are input by the operator, a radar chart corresponding to the input conditions is created in step S23, and the created radar chart is displayed on the display 18 in step S24. As a result, for example, as shown in FIG. 4, a chart analyzing safe driving and a chart analyzing economic driving are displayed. FIG. 4 shows data when the traffic jam situation is not taken into consideration (when correction is not performed). Thereafter, in step S29, a menu screen is displayed on the display 18.

  On the other hand, if “display driving ranking table” is selected in the process of step S20, the CPU 11 displays a driving ranking search screen on the display 18 in step S25. In step S <b> 26, the CPU 11 receives an input of conditions for displaying the driving ranking table. Then, when various conditions (for example, evaluation classification and evaluation section) are input by the operator, an operation ranking table corresponding to the input conditions is created in step S27, and the generated operation ranking table in step S28. Is displayed on the display 18. As a result, for example, as in the driving ranking table shown in FIG. 5, the evaluation data for each driver and date is displayed, and the ranking is displayed. The administrator can recognize the driver who has contributed to safe driving and economic driving by looking at the ranking table. Thereafter, in step S29, a menu screen is displayed on the display 18.

  After that, in step S30, the CPU 11 accepts selection of the selection screen again. If the display of the menu screen is selected, the process returns to step S18, and if the end is selected, the process ends. In this way, it is possible to evaluate the driving tendency according to the traffic jam situation of each section where the vehicle has traveled.

  Next, a radar chart and an operation ranking table created by the above processing will be described with reference to FIGS. First, the radar chart will be described with reference to FIG. In this radar chart, charts for a plurality of driving evaluation target items are shown, and in FIG. 4, analysis results for safe driving (indicated by reference symbol B1) and analysis results for economic driving (indicated by reference symbol B2) are shown. Separately shown. In the analysis result B1, the numerical value indicated by the curve S1 is a numerical value that is a reference for safe driving, and the numerical value indicated by S2 is an evaluation point. When an evaluation point exceeding the reference value is obtained, attention to safe driving is inferior It will be pointed out.

  In the analysis result B2, the numerical value indicated by the curve S3 is a numerical value that serves as a reference for economic operation, and the numerical value indicated by S4 is an evaluation point. It is pointed out that is inferior. And since these data are the results corrected in consideration of traffic jams, even if they are affected by traffic jams, they can be treated as fair evaluations.

  Next, the driving ranking table will be described with reference to FIG. In this driving ranking table, a numerical value obtained by summing up a plurality of driving evaluation target items is calculated as a perfect score, and this evaluation score is displayed as data for one month for each driver. The administrator can recognize the driving tendency of each driver by looking at the driving ranking table.

  In this way, the driving evaluation apparatus 100 according to the present embodiment acquires behavior data when the vehicle travels, and creates driving evaluation target data based on the behavior data. Further, the traffic situation of each traveling section is acquired, a correction coefficient corresponding to the traffic situation is obtained, and the driving evaluation target data is corrected by the correction coefficient to obtain a final evaluation score. Therefore, it is possible to obtain an evaluation point that considers the traffic jam situation, and there is an unfair feeling in the evaluation of the driving tendency between the driver who traveled on the congested road and the driver who traveled on the non-congested road. Can be prevented and fair evaluation can be performed.

  In addition, since the evaluation points indicating the driving tendency are classified and acquired into the safe driving tendency and the economic driving tendency, it is possible to determine the driver contributing to the safe driving and the driver contributing to the economic driving. This makes it possible to evaluate a plurality of drivers in detail.

[Description of Second Embodiment]
Next, a driving evaluation system according to a second embodiment of the present invention will be described. FIG. 8 is a block diagram showing the configuration of the driving evaluation system according to one embodiment of the present invention. As shown in FIG. 8, the driving evaluation system 200 includes an in-vehicle device 201 mounted on a vehicle and an analysis device 202 provided in a sales office, for example. In the present embodiment, the driving evaluation object data acquired by the in-vehicle device 201 is transferred to the analysis device 202, and the analysis device 202 acquires and evaluates the driving tendency of the driver. As a method for transferring data, there are a case where communication is used and an IC card 41 is used as described later.

  As shown in FIG. 8, the in-vehicle device 201 includes a CPU 31 that performs overall control, a ROM 32 that stores various programs such as a system program for operating the in-vehicle device 201, and various data necessary for the calculation of the CPU 31. RAM 33 for storing vehicle information, a GPS receiving unit 34 for acquiring position information of the own vehicle, a road traffic information receiving unit 35 for acquiring traffic jam information transmitted from the road traffic information communication system, and data output from an external device. And an external input I / F 36 for inputting.

  Further, various types of data are written to the IC card 41, the card I / F 37 that reads the data written to the IC card 41, and the speed at which the speed data output from the speedometer is connected to the speedometer of the vehicle. A communication unit that communicates between the I / F 38, an engine speed I / F 39 that is connected to the engine speed meter of the vehicle and that outputs engine speed data output from the speed meter, and the analysis device 202 40.

  On the other hand, the analysis device 202 includes a control unit 51 that performs overall control, an input unit 52 that receives various input operations, a display 53 that displays various data on a screen, and a map database 54 that stores map data. A driving evaluation database 55 for storing data relating to driving evaluation.

  Furthermore, a card I / F 56 that reads data written in the IC card 41 and a communication unit 57 that communicates with the in-vehicle device 201 are provided.

  In the driving evaluation system 200 according to the present embodiment, the in-vehicle device 201 acquires data related to driving behavior, road traffic data, and position data of the host vehicle, and writes these data into the IC card 41. Then, after the driving of the vehicle is completed, the IC card 41 is read by the card I / F 56 of the analysis device 202, and based on various data written in the IC card 41, the target driver's Analyze driving trends. Specifically, as in the first embodiment described above, various driving evaluation target items shown in FIG. 2 are evaluated.

  Further, the data may be transferred by communication between the communication unit 40 and the communication unit 57 without using the IC card 41.

[Description of Operation of Second Embodiment]
Next, the operation of the driving evaluation system 200 according to the second embodiment configured as described above will be described with reference to the flowcharts shown in FIGS. FIG. 9 shows the processing operation in the in-vehicle device 201, and FIG. 10 shows the processing operation in the analysis device 202.

  First, the processing operation in the in-vehicle device 201 will be described with reference to FIG. In the process of step S51, the CPU 31 acquires traffic jam information received by the road traffic information receiving unit 35, and stores the acquired traffic jam information in the RAM 33 shown in FIG.

  In the process of step S52, the CPU 31 performs data relating to vehicle behavior, that is, vehicle speed data acquired via the speed I / F 38, and engine speed data acquired via the engine speed I / F 39. And the acquired data is stored in the RAM 33.

  In step S <b> 53, the CPU 31 acquires the position data of the host vehicle received by the GPS receiver 34 and stores this position data in the RAM 33.

  In the processes in steps S51 to S53, various data from the start to the end of traveling of the vehicle is divided into a plurality of sections and acquired. For example, various data acquired from when the driver of the shipping company leaves the business office until it returns to the business office in each section (for example, seven sections of A, B, C,... G). get.

  Next, the processing operation of the analysis apparatus 202 will be described with reference to FIG. In step S71, the control unit 51 acquires and records various operation data acquired by the in-vehicle device 201.

  In the process of step S71, the control unit 51 determines based on the acquired traffic jam information whether or not there is a zone where the traffic jam has occurred in the zone of the travel route on which the host vehicle has traveled. When there is a congested section (YES in step S72), the control unit 51 obtains a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic jam based on the above-described method.

  In step S73, the control unit 51 multiplies the driving evaluation target data by the correction coefficient described above to obtain an evaluation score. For example, when 1 km of traffic congestion has occurred at an intersection existing in “Section D”, the correction coefficient for the number of times of brake operation, which is the driving evaluation target data measured in “Section D”, is 0.5. To do. Then, when the number of braking operations when traveling in the “section D” is 50 times, the correction coefficient is multiplied by 0.5 to obtain 25 times. That is, it is determined that the number of brake operations after correction in “Section D” is 25 times.

  In step S75, the control unit 51 stores the corrected number of braking operations as an evaluation score in a storage unit (not shown).

  In step S74, the control unit 51 does not correct the calculated driving evaluation target data, and stores it in the storage unit as it is in step S75. For example, when the number of braking operations is 10 in “section E” where no traffic jam occurs, this data is stored as an evaluation score.

  In steps S76 and S77, the control unit 51 displays various selection screens on the display 53. As the selection screen, screens such as “display radar chart”, “display driving ranking table”, and “end” are displayed.

  In step S78, the control unit 51 receives selection of each selection screen. If “display radar chart” is selected, the process proceeds to step S79. If “display driving ranking table” is selected, the process proceeds to step S84, and “end” is selected. In this case, this process is terminated.

  In step S <b> 79, the control unit 51 displays a radar chart search image on the display 53. In step S80, the control unit 51 receives an input of conditions for displaying the radar chart. When various conditions are input by the operator, a radar chart corresponding to the input conditions is created in step S81, and the created radar chart is displayed on the display 53 in step S82. As a result, the radar chart as shown in FIG. 4 is displayed. Thereafter, a menu screen is displayed on the display 53 in step S88.

  On the other hand, when “display driving ranking table” is selected in the process of step S78, the control unit 51 displays a driving ranking search screen on the display 53 in step S84. In step S85, the control unit 51 receives an input of conditions when displaying the driving ranking table. Then, when various conditions (for example, evaluation classification and evaluation section) are input by the operator, an operation ranking table corresponding to the input conditions is created in step S86, and the created operation ranking table in step S87. Is displayed on the display 53. As a result, the driving ranking table as shown in FIG. 5 is displayed. Thereafter, a menu screen is displayed on the display 53 in step S88.

  Thereafter, in step S89, the control unit 51 accepts selection of the selection screen again. If the display of the menu screen is selected, the process returns to step S76, and if the end is selected, the process ends. . In this way, it is possible to evaluate the driving tendency according to the traffic jam situation of each section where the vehicle has traveled.

  In this way, the driving evaluation system 200 according to the present embodiment acquires behavior data when the vehicle travels, and acquires the traffic congestion status of each section when creating the driving evaluation target data based on the behavior data. Then, a correction coefficient corresponding to this traffic jam condition is obtained, and the driving evaluation target data is corrected by the correction coefficient to obtain an evaluation score. Therefore, it is possible to obtain an evaluation point that considers the traffic jam situation, and there is an unfair feeling in the evaluation of the driving tendency between the driver who traveled on the congested road and the driver who traveled on the non-congested road. Can be prevented and fair evaluation can be performed.

  In addition, since driving evaluation target data indicating driving tendency is classified and acquired into safe driving tendency and economic driving tendency, the driver contributing to safe driving and the driver contributing to economic driving are discriminated. It is possible to evaluate a plurality of drivers in detail.

  As mentioned above, although the driving | operation evaluation apparatus and driving | operation evaluation system of this invention were demonstrated based on embodiment of illustration, this invention is not limited to this, The structure of each part is arbitrary structures which have the same function Can be replaced.

  INDUSTRIAL APPLICABILITY The present invention can be used to accurately evaluate the driving situation of a driver according to the traffic congestion and congestion situation on the road.

11,31 CPU
12,32 ROM
13,33 RAM
14, 34 GPS receiver 15, 35 Road traffic information receiver 16, 36 External input I / F
17, 52 Input unit 18, 53 Display 19, 54 Map information database 20, 55 Operation evaluation database 21, 37, 56 Card I / F
22, 38 Speed I / F
23,39 Engine speed I / F
24, 41 IC card 40, 57 Communication unit 51 Control unit 100 Operation evaluation device 200 Operation evaluation system 201 In-vehicle device 202 Analysis device

Claims (8)

In the driving evaluation device for recording various driving evaluation target data when the driver drives the own vehicle, and evaluating the driving tendency of the driver based on each driving evaluation target data,
Own vehicle position detecting means for detecting the traveling position of the own vehicle;
Traffic information receiving means for receiving traffic information in the vicinity of the vehicle traveling path transmitted from the road traffic information communication system;
Behavior acquisition means for acquiring the behavior of the vehicle;
Based on the behavior detected by the behavior acquisition means, various driving evaluation target data creating means for creating the various driving evaluation target data;
Based on the travel position of the host vehicle detected by the host vehicle position detection unit and the traffic jam information received by the traffic information receiving unit, a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic jam is determined. Correction coefficient determining means for
Evaluation means for evaluating a driving tendency of a driver based on the driving evaluation object data and the correction coefficient;
A driving evaluation apparatus comprising:   The behavior acquisition means acquires travel speed from a speedometer mounted on the host vehicle, acquires engine speed from an engine speedometer, and acquires brake operation from a brake operation detector. The driving evaluation apparatus according to 1.   The driving evaluation target data creating means obtains at least one of the number of start times, the idling time, and the number of brake operations based on the traveling speed, engine speed, and brake operation acquired by the behavior acquisition means. The driving | running evaluation apparatus of Claim 2 characterized by the above-mentioned.   The correction coefficient is set so as to be a lower numerical value as the degree of influence of the driving evaluation target data is increased by the traffic jam, and the correction coefficient calculating means sets the correction coefficient to a lower numerical value as the distance of the traffic jam is longer. The driving evaluation device according to any one of claims 1 to 3, wherein the driving evaluation device is set as follows. An analysis device, and an in-vehicle device mounted on the host vehicle, obtaining behavior data when a driver drives the host vehicle in the in-vehicle device, and based on the behavior data in the analysis device, In the driving evaluation system for recording various driving evaluation target data and evaluating the driving tendency of the driver based on the driving evaluation target data,
The in-vehicle device is
Own vehicle position detecting means for detecting the traveling position of the own vehicle;
Traffic information receiving means for receiving traffic information in the vicinity of the vehicle traveling path transmitted from the road traffic information communication system;
Behavior acquisition means for acquiring the behavior of the vehicle,
The analysis device includes:
Based on the behavior detected by the behavior acquisition means, various driving evaluation target data creating means for creating the various driving evaluation target data;
Based on the travel position of the host vehicle detected by the host vehicle position detection unit and the traffic jam information received by the traffic information receiving unit, a correction coefficient indicating the degree to which the driving evaluation target data is affected by the traffic jam is determined. Correction coefficient determining means for
Evaluation means for evaluating a driving tendency of a driver based on the driving evaluation object data and the correction coefficient;
A driving evaluation system comprising:   The behavior acquisition means acquires travel speed from a speedometer mounted on the host vehicle, acquires engine speed from an engine speedometer, and acquires brake operation from a brake operation detector. 5. The driving evaluation system according to 5.   The driving evaluation target data creating means obtains at least one of the number of start times, the idling time, and the number of brake operations based on the traveling speed, engine speed, and brake operation acquired by the behavior acquisition means. The driving | operation evaluation system of Claim 6 characterized by the above-mentioned.   The correction coefficient is set so as to be a lower numerical value as the degree of influence of the driving evaluation target data is increased by the traffic jam, and the correction coefficient calculating means sets the correction coefficient to a lower numerical value as the distance of the traffic jam is longer. The driving evaluation system according to any one of claims 5 to 7, wherein the driving evaluation system is set as follows.

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