JP3886886B2 - Vehicle driving state determination method, in-vehicle device, and vehicle driving state determination program - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to operation analysis using travel information of a vehicle, and more particularly to a method of determining a driving 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 of vehicles such as trucks, analyzes and evaluates the driving status from the results, and manages the driving state by notifying that when driving with high fuel consumption is being performed And there is a method of determining the driving state.
[0003]
[Patent Document 1]
JP-A-10-69555
In the above document, the fuel consumption rate is calculated from data obtained by measuring the fuel consumption by the vehicle and the speed data, and when the value is higher than the reference value, it is determined that high fuel consumption driving is being performed and recorded. In addition, a system and a determination method for notifying the driver of the fact are described.
[0004]
The conventional system that collects and evaluates driving information for the purpose of discriminating the high fuel consumption driving state that is an inappropriate driving state in terms of fuel consumption efficiency, such as the system described in the above document, is usually used even in general vehicles. In addition to the information about the vehicle speed and the travel distance acquired as the travel information, it is necessary to acquire the information about the fuel consumption. For this reason, a mechanism for detecting the fuel flow rate of the engine, such as a fuel spill sensor, is newly provided in the vehicle. From these information, the total fuel consumption and fuel consumption rate corresponding to the operation status of the vehicle are calculated, and the driving information display based on these values is performed, thereby realizing the determination of the fuel-efficient driving state. Yes.
[0005]
[Problems to be solved by the invention]
However, in the system and the determination method according to the above-mentioned document, the function of recording and displaying the increase in fuel consumption as information, or warning in some cases, the relationship between the operation status and the fuel consumption, It is not possible to evaluate the cause of falling into a high fuel consumption state.
[0006]
Therefore, in the conventional system, it can be determined that the driving vehicle is in a high fuel consumption state from the fuel consumption and speed, but it is not possible to point out a clear reason for the high fuel consumption rate. Even if it is detected, it is not possible to analyze the cause of the state only by recording / notifying the state, and there is a problem that operation guidance necessary for the state improvement cannot be performed.
[0007]
In addition, since a mechanism for measuring the fuel flow rate such as a fuel spill sensor is not mounted on a general vehicle, a sensor for measuring consumed fuel such as a fuel flow meter is required to realize the system according to the above document. Is newly needed. For this reason, in order to detect the high fuel consumption state by introducing the above-described system, there is a problem in that it takes time and effort to realize a new sensor for the vehicle, and the cost increases.
[0008]
It is an object of the present invention to provide a vehicle driving state determination system and a determination method that solve the above problems.
[0009]
[Means for Solving the Problems]
The driving state determination system based on this invention presupposes that a processing apparatus acquires driving | running | working information from 1 thru | or several object vehicle, and determines a driving state.
[0010]
The target vehicle includes a transmission unit and a warning unit.
The transmission means transmits travel information based on the vehicle speed at regular intervals.
Based on an instruction from the processing device, a warning is given to the driver.
[0011]
The processing apparatus includes a receiving unit, a travel information storage unit, a driving state determination unit, and a warning instruction unit.
The receiving means receives the travel information from one or more target vehicles.
[0012]
The travel information storage means stores the travel information for a predetermined time.
The driving state determination means determines the driving state of the target vehicle using the traveling information for the predetermined time.
[0013]
The warning instruction means gives the instruction to the target vehicle based on the determination result.
The present invention can also be realized as an in-vehicle device, an operation state determination method, a program, and a portable storage medium.
[0014]
In 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 it is possible to make a determination based on the driver's direct driving operation, the cause of the violation becomes clear, and the driver can be instructed accurately to improve the situation.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a block diagram showing the basic configuration of the system in this embodiment, and FIG. 2 is a diagram showing an example of its operation. The configuration and operation method of the system described with reference to FIGS. 1 to 3 are common to all the first to third embodiments described later.
[0016]
In the figure, the system is composed of an in-vehicle device 1 and a processing device 2. The configuration of FIG. 1 is a configuration in which a single processing device 2 monitors the driving states of a plurality of vehicles as shown in FIG. As shown in FIG. 3, it becomes a stand-alone configuration in which the functions of the vehicle-mounted device 1 and the processing device 2 of FIG.
[0017]
In the configuration of FIG. 1, as shown in FIG. 2, onboard units 1-1 to 1-n are mounted on each of a plurality of target vehicles 2-1 to 2-1, and these onboard units 1-1 to 1- 1 are mounted. n and the processing device 3 installed in the sales office 4 are configured to be able to exchange data by wireless communication or the like.
[0018]
In FIG. 1, a vehicle-mounted device 1 has 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 association with time information on the storage medium. I can do it. The acquired information 11a and 11b is wirelessly transmitted to the processing device 3 at regular intervals by a wireless device (not shown). The processing device 3 determines whether the operating vehicle 2 is in a high fuel consumption traveling state based on the information. Can be detected and a warning can be issued.
[0019]
The operating vehicle 2 is an analysis target vehicle equipped with the in-vehicle device 1 for acquiring travel information, 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. This information includes, in addition to information 11a by a sensor that is normally provided in a general vehicle such as a vehicle speed sensor, an accelerator opening for detecting whether or not the throttle throttle of the operating vehicle 2 is opened by N% or more. When a sensor is provided, information 11b from the accelerator opening sensor is also output to the in-vehicle device 1. In this embodiment, it is possible to determine the driving state without newly providing the accelerator opening sensor in the operating vehicle 2 and without using the information 11b indicating whether or not the throttle of the accelerator is opened by N% or more. I can do it.
[0020]
The processing device 3 is responsible for detection and analysis of the traveling state of the operating vehicle 2, and includes an internal storage device 32, various determination / condition setting units 33, a recognition parameter derivation unit 34, and a traveling state determination unit 35. In addition, when the operation of the system that collects the traveling data via a storage medium such as an IC card when one operation is completed and the operating vehicle 2 returns to the sales office 4, the processing device 3 is used. Is a card reader or the like that can read an IC card or the like on which travel data including acquisition information 11a, 11b and information indicating the acquisition time acquired from each sensor of the operating vehicle 2 at regular intervals by the in-vehicle device 1 is written. The medium driving device 31 is provided inside or by external connection. The travel data read by the medium driving device 31 is stored in the internal storage device 32 as a database.
[0021]
The various determination / condition setting unit 33 determines various thresholds and conditions for determining the high fuel efficiency driving state, such as how long a determination formula described later is satisfied to determine the high fuel efficiency driving state, and the recognition parameter. Set in the derivation unit 34 and the traveling state determination unit 35. The recognition parameter deriving unit 34 determines the high fuel consumption 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 37 is used to warn the driver in the form of sound such as sound and buzzer sound, visual display on the negatively-illustrated display device on the vehicle-mounted device 1, and operation guidance (oral, paper). When warning the driver in real time such as voice warning or visual display, the output device 37 is configured as a wireless transmitter, and when issuing the warning, instructs the in-vehicle device 1 to issue a warning by wireless communication. The driver is notified by a speaker or a display provided in the in-vehicle device 1 or the operating vehicle 2.
[0022]
The various determination / condition setting unit 33, the recognition parameter derivation unit 34, and the running state determination unit 35 may be configured by dedicated hardware. However, the entire processing apparatus 3 is realized by a computer, and this type 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 a plurality of operating vehicles 2 and to perform deeper consideration by comparing the traveling data of each operating vehicle 2 and the analysis results thereof. I can do it.
[0024]
FIG. 3 is a block diagram showing a configuration of the in-vehicle device 5 in the case of an integrated type including the function of the processing device 3 of FIG.
The in-vehicle device 5 in the figure is a single unit that acquires travel data from the operating vehicle 2, detects / analyzes and analyzes the travel state of the operating vehicle 2, and processes other than the above-described various functional configurations of the in-vehicle device 1. Various determination / condition setting units 53, recognition parameter derivation units 54, and travel state determination units 55 corresponding to the various determination / condition setting units 33, the recognition parameter derivation unit 34, and the travel state determination unit 35 provided in the device 3 are software. Or by hardware methods.
[0025]
The in-vehicle device 5 outputs travel data including information 51a from an existing sensor such as a speed center and information 51b from a newly provided sensor input from the operating vehicle 2 to the parameter derivation unit 54 for direct recognition. Further, the travel data may be stored as a database in the internal storage device 52 and 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 traveling vehicle 2 is in the high fuel consumption traveling state 56 from 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 if the system is configured as shown in FIG.
First embodiment
Next, the processing operation 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 apparatus 3 of FIG.
[0030]
The processing by the processing device 3 includes a high fuel efficiency driving state recognition parameter calculation mechanism that calculates the cumulative value of the speed change shown in step S1, and a cruise speed change recognition parameter calculation mechanism that detects the change in cruise speed shown in step S2. And three mechanisms of the high fuel consumption driving state determination mechanism for determining the presence or absence of the high fuel consumption driving state shown in steps S3 and S4. Of these three mechanisms, the high fuel efficiency driving state recognition parameter calculation mechanism and the cruise speed change recognition parameter calculation mechanism are realized by the recognition parameter deriving unit 34 of FIG. 1, and the high fuel efficiency driving state determination mechanism is the recognition parameter deriving unit. 34 and the running state determination unit 35.
[0031]
The processing flow of the processing device 3 in FIG. 4 is shown. First, the cumulative value of the speed change is calculated as step S1, and then the correction parameter for the cruise speed change is calculated as step S2. In step S3, after the speed change calculated in step S1 is sorted and corrected for the section resulting from the cruise speed change obtained in step S2, in step S4, whether the accumulated value of the speed change is greater than the reference value. The reference value for recognizing the high fuel consumption driving state is determined depending on the case. If the reference value is greater than the reference value (step S4, Y), the high fuel consumption driving state is determined. To do.
[0032]
Next, details of processing performed by the high fuel consumption driving state recognition parameter calculation mechanism, the cruise speed change recognition parameter calculation mechanism, and the high fuel consumption driving state determination mechanism shown in FIG. 4 will be described.
[0033]
FIG. 5 is a flowchart showing processing by the high fuel efficiency driving state recognition parameter calculation mechanism.
By this process, the recognition parameter Vp of the high fuel efficiency driving state is calculated.
[0034]
In the process of the figure, the processing device 3 first acquires vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the in-vehicle device 1 (step S11).
At this time, the vehicle speed data Vz is determined based on the speed threshold value Vth for determining the road condition (step S12). Only when Vz> Vth (step S12, Y), the subsequent processing is performed, and Vz ≦ Vth. In the case of (Step S12, N), the processing is returned to Step S11. This speed threshold Vth is used to determine whether the vehicle speed is so low that it cannot be evaluated whether or not the vehicle is in a fuel-efficient driving state. When the vehicle starts running or slows down by the processing of step S12, the speed is slow. Are excluded from the evaluation.
[0035]
Subsequently, a difference value Az between the speed data Vz indicating the current vehicle speed acquired in step S11 and the speed data Vz-1 acquired immediately before is calculated (step S13).
[0036]
Next, in step S14, it is determined whether or not the number n of data of the speed data Vz and the difference value Az accumulated and stored in the memory at present is smaller than the movement accumulation total section setting value nth−1. If so (step S14, Y), since the number of data still accumulated is small, the speed data Vz and the difference value Az are accumulated on the memory (step S15), and the process returns to step S11.
[0037]
If the accumulated data number n is not smaller than nth-1 at step S14 (step S14, N), since the necessary number of data has been accumulated, the accumulated data number n as the step S16 is set as the moving accumulation aggregation section setting. It is determined whether or not the value is nth. If n = nth is not satisfied (step S16, N), since n = nth-1, the process proceeds to step S18 as it is. If n = nth (step S16, Y), step S17 is performed. As described above, the oldest acquisition time among the accumulated data is discarded, and the value of the accumulated data number n is also decreased by 1, and the process proceeds to step S18.
[0038]
In step S18, the vehicle speed Vz and the difference value Az are accumulated in the memory, and the 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 not used in the first embodiment, the process of step S19 does not need to be performed 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 high fuel consumption driving state recognition parameter. After calculating Vpn (step S20-a), the sum of absolute values of the values of each Vpn calculated in step S20-a is calculated as the cumulative parameter Vp (step S21).
[0040]
Until the operating vehicle 2 finishes traveling (step S22, N), the processing is returned to step S11, and the above processing is repeatedly executed every time the speed data Vz is input from the in-vehicle device 1 to the processing device 3. In the processing of steps S2 to S4 in FIG. 2, the latest high fuel efficiency driving state recognition parameter Vp obtained using the latest speed data Vz is always 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 high fuel efficiency driving state recognition parameter calculation 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 to determine whether or not the fuel-efficient driving state is in effect. Therefore, when Az is positive and the accelerator is turned off, the weighting is set to 0. In other cases, weighting is performed by the acceleration state weighting constant A1 and the deceleration state weighting constant A2, and the high fuel consumption driving state recognition parameter Vpn is calculated (step S21-b). ).
[0043]
Further, for violation factor guidance, the cumulative data Az is cumulatively accumulated into a positive value, a negative value, and 0, and it is checked whether the total value of each term of the positive value, the negative value, and 0 is equal to or greater than an arbitrary threshold (step S23). May be inserted between step S20-a and step S21. In this process, when the sum of the accumulated difference values Az is positive is larger than the threshold A, the overacceleration flag A is set as overacceleration, and the sum of the accumulated difference values Az is negative. Is greater than the threshold value B, the over-deceleration flag B is set as over-deceleration. Thereby, based on the setting of the overacceleration flag A and the overdeceleration flag B, the driver can be warned or pointed out of the violation factor.
[0044]
In FIG. 5, data transmitted from the in-vehicle device 1 is used as the speed data Vz used in the processing. However, as a method for acquiring the vehicle speed data used in the processing, an IC card or the like removed from the in-vehicle device 1 is stored. The data in the medium may be data read by the medium driving device 31 such as an IC card reader, or the speed data in the past operation stored as a database in the storage device 32 in the processing device 3.
[0045]
FIG. 6 is a flowchart showing processing by the cruise speed change recognition parameter calculation mechanism in the first embodiment.
By this process, a parameter Sz for recognizing a change in the cruise speed of the target vehicle is calculated.
[0046]
In the process of the figure, the processing device 3 first acquires vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the in-vehicle device 1 (step S31).
At this time, the vehicle speed data Vz is determined based on the speed threshold value Vth for determining the road condition described above. Only when Vz> Vth (step S32, Y), the subsequent processing is performed, and when Vz ≦ Vth. (Step S32, N) The processing is returned 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 is calculated (step S33).
[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 accumulated and stored in the memory at present is smaller than the cruise speed defining total section set value nat-1. In step S34, Y), since the number of data still accumulated is small, the acceleration / deceleration amount Az is accumulated in the memory (step S35), and the process returns to step S31. The cruising speed regulation total section set value nas takes a sufficiently large value as compared with the movement cumulative total section set value nth used in the process of FIG. 5, and this process has a larger amount than the process shown in FIG. The acceleration / deceleration amount Az is accumulated.
[0049]
In step S34, if the accumulated data number na is not smaller than the cruising speed regulation total section set value nat-1 (step S34, N), the necessary number of data has been accumulated. It is determined whether or not the number na = cruising speed regulation total section set value “nas”. If na = nath is not satisfied (step S 36, N), since na = nath−1, the process proceeds to step S 38 as it is, and if na = nath. (Y in step S36), the accumulated data having the oldest acquisition time is discarded in step S37, and the value of the accumulated data number na is also decreased by 1, and the process proceeds to step S38.
[0050]
In step S38, the difference value Az is accumulated in the memory, and the sum Sz of the nat difference values Az accumulated so far is calculated in step S39.
Until the operating vehicle 2 finishes traveling (step S40, N), the process is returned to step S31, and the above process is repeatedly executed each time the speed data is input from the in-vehicle device 1 to the processing device 3. In the processing after this processing, the sum Sz of the latest difference values obtained by using the latest speed data Vz is always used.
[0051]
In FIG. 6, data transmitted from the in-vehicle device 1 is used as the speed data Vz used in the processing. However, the vehicle speed data acquisition method used in the processing is similar to the processing in FIG. The data stored in the storage medium 13 such as the removed IC card is read by the medium driving device 31 such as an IC card reader, or the past operation data stored in the storage device 32 in the processing device 3 as a database. May be.
[0052]
Further, the processing from step S21 to S39 in FIG. 6 is basically the same as the processing from step S1 to S19 shown in FIG. 5 except that the number of accumulated velocity data Vz and the difference value Az is different. Therefore, the process of FIG. 6 and the process of FIG. 5 may be performed simultaneously in the same loop process.
[0053]
FIG. 7 is a flowchart showing processing by the high fuel consumption driving state determination mechanism in the first embodiment.
By this process, the period during which the operating vehicle 2 is in the high fuel consumption driving state, which is an inappropriate driving state in terms of fuel consumption efficiency, is determined.
[0054]
In the fuel-efficient driving state determination mechanism, when the fuel efficiency driving state recognition parameter calculation mechanism and the cruise speed change recognition parameter calculation mechanism calculate the total value Sz of the difference values and the fuel consumption driving state recognition parameter Vp, they are obtained. (Step S51), in order to correct the change in the cruise speed, the difference (Vp− | Sz × A3 |) between the recognition parameter Vp of the high fuel efficiency driving state and the arbitrary value of the absolute value of the sum value Sz. ) And is compared with a threshold value Stha for recognizing the high fuel efficiency driving state (step S52).
[0055]
The high fuel consumption driving state determination mechanism determines whether the operating vehicle 2 is in the high fuel consumption traveling preparation state or the high fuel consumption traveling state by determining whether or not the determination formula of (Vp− | Sz | × A3)> Stha in step S52 is satisfied. Judge whether.
[0056]
The fuel-efficient driving state refers to a state in which a fuel-efficient driving with a low fuel consumption that requires a warning is performed continuously for a certain period (time determined by the duration Tth), and The fuel-efficient driving preparation state means that a fuel-efficient driving with poor fuel consumption that satisfies (Vp− | Sz | × A3)> Stha is performed, but the period is still shorter than the duration Tth and the fuel-efficient driving state has been reached. Refers to a judgment section that cannot be judged. 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, it is determined that the fuel-efficient driving state is not suddenly determined, When the fuel-efficient driving preparation state is maintained for a specific period or longer, the driving during this period is determined as the fuel-efficient driving state.
[0057]
FIG. 8 is an explanatory diagram regarding determination of the fuel-efficient driving state in the first embodiment.
In the determination formula (Vp− | Sz | × A3)> Stha in step S52 described above, the recognition parameter Vp for the high fuel efficiency driving state is an accumulated value of the absolute value of the speed change amount within an arbitrary time range (which is arbitrarily weighted). Specifically, it represents how much the target vehicle has changed the speed within an arbitrary time range.
[0058]
When the traveling vehicle 2 cruises, the amount of change in speed becomes 0 in ideal low fuel consumption traveling, and fuel consumption due to useless acceleration is generated as far away from this. That is, as a general rule, the higher the value of the speed change amount, the higher the fuel consumption driving. (Acceleration / deceleration during cruise ≒ Wasted 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 traveling speed of the traveling vehicle 2 changes depending on the type of road on which it runs (city, national road, highway, etc.), and acceleration (or deceleration) for changing the cruise speed occurs every time the road type changes. This over-deceleration always occurs regardless of the driver's intention, and should not be added to the criterion for 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 determination formula. The parameter Sz, which is the sum of the speed difference values, is a cumulative value of the speed change amount, and represents how much the cruise speed of the target vehicle has changed within an arbitrary time.
[0060]
Therefore, Vp− | Sz | × A3 (A3 is an arbitrary weighting) is obtained by subtracting only a change (Sz) due to a driving operation that does not require a warning from a speed change amount (Vp) that represents the target high fuel efficiency driving level. Show things. In the first embodiment, when this value reaches an amount worth warning (= Stha), 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 amount of speed change due to the parameter Sz. Therefore, by correcting the accumulated value of the vehicle speed change as shown in FIG. 10A by subtracting the values of 71b-1 to 71b-3 in FIG. As shown in c), a speed change value from which the influence due to the change in the cruise speed is removed is obtained, and 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]
In step S52 of FIG. 7, if the determination formula (Vp− | Sz | × A3> Stha) is not satisfied (step S52, N), as step S53, the operating vehicle 2 is in a fuel efficient driving state even in the current fuel efficient driving preparation state. Since the vehicle is in a normal driving state that is not a state, a flag indicating whether or not the fuel-efficient driving preparation state provided in the memory is checked in step S53. A flag indicating whether the vehicle is in a fuel-efficient driving state is checked.
[0063]
In the case of normal driving that is neither in the fuel-efficient driving preparation state nor in the fuel-efficient driving state (steps S53 and S55, N), the process proceeds to step S62, and while the operating vehicle 2 is traveling (step S62, N), The processes in steps S51 to S55 are repeated.
[0064]
If the determination formula is satisfied in step S52 (Y in step S52), it is determined in step S57 from the flag on the memory whether or not the vehicle is currently in a fuel-efficient driving preparation state. As a result, if it is not in the fuel-efficient driving preparation state (step S57, N), then in step S60, it is determined by the flag whether it is in the fuel-efficient driving state, and if it is not in the fuel-efficient driving state (step S60, N), step In S61, the current time is recorded as the time Ts when the fuel-efficient driving preparation state is entered, and the process proceeds to step S62 as the fuel-efficient driving preparation state from the flag.
[0065]
Thereafter, in the state where the fuel-efficient driving preparation state is continuing, the duration is examined (Tp = current time-time Ts when the fuel-efficient driving preparation state is entered), and a specific time (threshold value defining the fuel-efficient driving state) Wait until it reaches (Tth) (step S58, N). If the determination formula in step S52 is not satisfied during this time (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 (step S52). S53, N, step S54).
[0066]
If the determination formula of step S52 is continuously satisfied for a specific period (Tth) after entering the fuel-efficient driving preparation state (step S58, Y), the section is recognized as the fuel-efficient driving state in step S59, and 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.
[0067]
After that, after entering the high fuel consumption driving state, while the determination formula of step S52 is satisfied (or until it is determined that the traveling vehicle 2 has finished traveling in step S62 (step S62, Y)), step S51-> When the processing loop of S52-> S57-> S60-> S62-> S51 is repeated and the determination formula of step S52 is not satisfied (step S52, N), the fuel-efficient driving state has been reached (steps S53, N: S55). N), in step S56, the current time is recorded as the end time Te of the high fuel efficiency driving state, and the flag is returned to end the high fuel efficiency driving state and return to normal driving. The warning to the driver is stopped and the process proceeds to step S62. Move. Thereafter, the above process is repeated until it is determined in step S62 that the operating vehicle 2 has finished traveling (step S62, Y).
[0068]
FIG. 9 is a diagram showing processing by the high fuel efficiency driving state determination mechanism in the first embodiment shown in FIG. 7 as state transitions.
FIG. 5A shows true / false (Y / N) of the determination in the determination formula of step S52, whether or not the fuel economy driving preparation state / high fuel efficiency driving state at that time, and the operation of the processing device 3. FIG. 5B shows the relationship between the states 1 to 5 shown in FIG. 6A, the transition states thereof, and the processing steps shown in FIG.
[0069]
From this figure, in this process, when the determination formula of step S52 is satisfied, the fuel-efficient driving preparation state is entered first, and when the fuel-efficient driving state preparation period is maintained for a certain period (time threshold Tth), the fuel-consumption driving state is entered. If the determination formula in step S52 is not satisfied while the driving state / high fuel efficiency driving preparation state is satisfied, the high fuel consumption driving state / high fuel consumption driving preparation state is terminated and a process of recording the period of the high fuel consumption driving state is performed. You can see that
[0070]
Thus, according to the first embodiment, it is possible to determine the driving state of the target vehicle based only on the travel information collected even in a general vehicle configuration. Therefore, a system can be realized at low cost by utilizing equipment generally mounted on a vehicle represented by a digital operation recorder.
[0071]
In addition, since the driving state is detected from the direct operation state by the driver such as the vehicle speed, the cause of the high fuel consumption state is clarified from the detected data, and the driver is provided with accurate operation guidance to improve the situation. Can be done.
Second embodiment
In the second embodiment, a change in cruising speed is determined based on a change tendency of the travel distance, and the time is excluded from the determination of high fuel efficiency 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 by the processing device 3 includes a high fuel efficiency driving state recognition parameter calculation mechanism that calculates the cumulative value of the speed change shown in step S71, and a correction of the cruise speed change by detecting the change in the cruise speed shown in step S72. The cruise speed change recognition parameter calculation mechanism for calculating the parameters and the high fuel consumption driving state determination mechanism for determining the presence or absence of the high fuel consumption driving state shown in steps S73 and S74 are provided. Of these three mechanisms, the high fuel efficiency driving state recognition parameter calculation mechanism and the cruise speed change recognition parameter calculation mechanism are realized by the recognition parameter deriving unit 34 of FIG. 1, and the high fuel efficiency driving state determination mechanism is the recognition parameter deriving unit. 34 and the running state determination unit 35.
[0073]
When the processing flow of the processing device 3 in FIG. 10 is shown, first, in step S71, the cumulative value of the speed change is calculated by the same processing as in the first embodiment. In step S72, a cruising speed change correction parameter Va is calculated. In step S73, after the section of the speed change calculated in step S71 is attributed to the cruising speed change determined in step S72, the section is divided and deleted. It is determined whether or not the reference value for recognizing the high fuel consumption driving state is determined. If the reference value is equal to or higher than the reference value (step S74, Y), the high fuel consumption driving state is determined. To do.
[0074]
Next, details of processing performed by each mechanism in the second embodiment shown in FIG. 10 will be described. Note that the processing by the high fuel consumption 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 showing processing by the high fuel efficiency driving state recognition parameter calculation mechanism in the second embodiment.
In the second embodiment, the high fuel efficiency 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 cruise speed change.
[0076]
In the process of the figure, the processing device 3 first acquires vehicle speed data Vz (z = 1, 2, 3,...) Indicating the vehicle speed of the vehicle 2 from the in-vehicle device 1 (step S81).
At this time, the vehicle speed data Vz is determined based on the speed threshold value Vth for determining the road condition described above. Only when Vz> Vth (step S82, Y), the subsequent processing is performed, and when Vz ≦ Vth. (Step S82, N) The processing is returned to Step S81.
[0077]
Next, as step S84, it is determined whether or not the accumulated data number na of the speed data Vz and the difference value Az accumulated at the present time is smaller than the cruise speed regulation total section set value nat-1 (step S84, Y) Since the number of data still accumulated is small, the vehicle speed data Vz is accumulated in the memory (step S84), and the process returns to step S81. Note that, as described in the first embodiment, the cruising speed regulation total section setting value nat takes a sufficiently large value compared to the movement cumulative total section setting value nth.
[0078]
In step S83, if the accumulated data number na is not smaller than the cruising speed regulating total section set value nat-1 (step S83, N), the necessary number of data has been accumulated. It is determined whether or not the number na = cruising speed regulation total section set value nath. If na = nath is not satisfied (step S85, N), since na = nath−1, the process proceeds to step S87 as it is, and if na = nath. (Step S85, Y), the accumulated data having the oldest acquisition time is discarded as the step S86, and the value of the accumulated data number na is also decreased by 1, and the process proceeds to a 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. In step S88, the cruising speed recognition parameter Vc is obtained by dividing the total sum of the number of speed data Vz accumulated so far by the total number nath.
[0080]
In step S89, the total Vs of the accumulated nth pieces of speed data Vz obtained in step S19 of FIG. 5 is acquired from the high fuel efficiency driving state recognition parameter calculation mechanism. In step S91, a cruising speed movement recognition parameter Va is calculated by taking a difference between Vc obtained in step S88 and Vs obtained in step S19 divided by the number of data nth (step S90).
[0081]
Until the operating vehicle 2 finishes traveling (step S91, N), the processing is returned to step S81, and the above processing is repeatedly executed every time the speed data Vz is input from the in-vehicle device 1 to the processing device 3. In the processing after this processing, the latest cruise speed movement recognition parameter Va obtained using the latest speed data Vz is always used.
[0082]
In the process shown in FIG. 11, data transmitted from the vehicle-mounted device 1 is used as the speed data Vz used in the process. The method for acquiring the vehicle speed data used in the process is shown in FIGS. 5 and 6. Similar to the processing, data in the storage medium 13 such as an IC card removed from the in-vehicle device 1 is read out by the medium driving device 31 such as an IC card reader or stored in the storage device 32 in the processing device 3 as a database. It may be data on past operations.
[0083]
FIG. 12 is a flowchart showing processing by the high fuel consumption driving state determination mechanism in the second embodiment.
By this process, the period during which the operating vehicle 2 is in the high fuel consumption driving state, which is an inappropriate driving state in terms of fuel consumption efficiency, is determined.
[0084]
In the high fuel efficiency driving state discrimination mechanism, the cruise speed movement recognition parameter Va and the high fuel efficiency driving state recognition parameter Vp are obtained by the high fuel efficiency driving state recognition parameter calculation mechanism and the cruise speed change recognition parameter calculation mechanism. (Step S101).
[0085]
Next, as 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 value Vtha, which is a threshold value for recognizing a change in cruise speed, and 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.
[0086]
In the high fuel efficiency driving state determination mechanism in the second embodiment, the cruise speed movement recognition parameter Va and the cruise speed movement recognition parameter Va are determined as | Va | <Vtha and Vp> Vpth in Steps S102 and S103. It is determined whether or not the operating vehicle 2 is in the high fuel efficiency traveling preparation state or the high fuel efficiency traveling state by determining whether or not the above is satisfied. 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 the determination of Vp> Vpth in step S103 indicates that the accumulated speed change is the fuel-efficient driving state. It shows a determination indicating whether or not the change has been made.
[0087]
FIG. 13 is an explanatory diagram regarding determination of the fuel-efficient driving state in the second embodiment.
The threshold value Vpth in the determination formula in step S103 is synonymous with the threshold value Stha for recognizing the high fuel consumption driving state used in the determination formula in the first embodiment, and the determination formula in step S103 is the recognition of the high fuel consumption driving state. This is an equation for determining whether or not the speed change of the operating vehicle 2 is in the high fuel consumption driving state depending on whether or not the parameter Vp is equal to or greater than the threshold value Vpth.
[0088]
Further, the cruise speed movement recognition parameter Va is a parameter that regulates the change in the cruise speed, and the difference between the average travel distance per accumulation in a very large cumulative number and the average travel distance per accumulation in a small cumulative number is taken. Is. Therefore, if the cruising speed has not changed, the value Va indicating the difference between the two is approximately 0, but this is not the case if the cruising speed has changed.
[0089]
When the cruising speed changes as shown on the left side in FIG. 13, a difference occurs in the travel distance between the ideal value and the actual travel distance. On the other hand, as shown in the right side of the figure, when the undulation is performed without changing the cruising speed, there is no difference between the ideal value and the actual travel distance in the travel distance.
[0090]
In the second embodiment, the average mileage per accumulation at a very large cumulative number is estimated as the ideal value, and when the difference between this value and the average mileage per accumulation at a small cumulative number is large, the cruising speed It is determined that there was a change. Then, this determination is performed in the discriminant of step S102, and when it is recognized that the cruise speed has changed without satisfying the discriminant of step S102, the discriminant of step S103 is not used, and the cruising speed is changed. It is also considered that the high fuel consumption 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 “the vehicle has a speed change amount that is worth performing a high fuel efficiency driving warning and the cruising speed has not changed”. Is done. In the second embodiment, it is determined whether or not the traveling vehicle 2 is in the high fuel efficiency driving state or the high fuel efficiency driving preparation state using this expression as a determination expression.
[0092]
If the determination formula | Va | <Vtha and Vp> vpth is not satisfied in steps S102 and S103 in FIG. 11 (step S102, N or step S103, N), the operating vehicle 2 is currently preparing for high fuel efficiency driving as step S104. Since the vehicle is in a normal driving state that is neither the state nor the high fuel consumption driving state, the flag indicating whether or not the high fuel consumption driving preparation state provided in the memory is checked in step S105, and if the high fuel consumption driving preparation state is not indicated. In step S106, a flag indicating whether the fuel-efficient driving state is set is checked.
[0093]
In the case of normal driving that is neither in the fuel-efficient driving preparation state nor in the fuel-efficient driving state (steps S104 and S106, N), the process proceeds to step S113, and the operating vehicle 2 is traveling (step S113, N). The processes in steps S101 to S106 are repeated.
[0094]
If the determination formula is satisfied in steps S102 and S103 (steps S102 and Y and S103 and Y), it is checked in step S108 from the flag on the memory whether or not the vehicle is currently in a fuel-efficient driving preparation state. As a result, if it is not in the fuel-efficient driving preparation state (step S108, N), then in step S111, it is determined by the flag whether or not it is in the fuel-efficient driving state. If not in the fuel-efficient driving state (step S11, N), step In S112, the current time is recorded as the time Ts when the fuel-efficient driving preparation state is entered, and the process proceeds to step S113 as the flag and the fuel-efficient driving preparation state.
[0095]
Thereafter, in the state where the fuel-efficient driving preparation state is continuing, the duration is examined (Tp = current time-time Ts when the fuel-efficient driving preparation state is entered), and a specific time (threshold value defining the fuel-efficient driving state) Wait until it reaches (Tth) (step S109, N). If the determination formulas in steps S102 and S103 are not satisfied during this period (step S102, N or S103, N), the time Te recorded in step S112 is discarded and the flag is returned to end the fuel-efficient driving preparation state. (Step S104, N, Step S105).
[0096]
If the determination formulas of steps S102 and S103 are continuously satisfied for a specific period (Tth) after entering the fuel-efficient driving preparation state (step S109, Y), the section is recognized as the fuel-efficient driving state in step S110. The flag is changed from the fuel-efficient driving preparation state to the fuel-efficient driving state, and the driver is warned that the fuel-efficient driving state is in effect.
[0097]
Thereafter, in a state where the high fuel consumption driving state is continuing, while the determination formulas of steps S102 and S103 are satisfied (or until it is determined in step S113 that the traveling vehicle 2 has finished traveling (step S113, Y)). If the processing loop of step S101-> S102-> S103-> S108-> S111-> S112-> S101 is repeated and the judgment formula of step S102 or S103 is not satisfied (step S102, N or S103, N), the value is high. Since it was in the fuel consumption driving state (steps S104, N and S106, N), the time when Vp <Vthp in step S107 was recorded as the end time Te of the high fuel consumption driving state and the flag was returned to end the high fuel consumption driving state. The warning to the driver is stopped and the process proceeds to step S113. Thereafter, the above process is repeated until it is determined in step S113 that the operating vehicle 2 has finished traveling (step S113, Y).
[0098]
FIG. 14 is a diagram showing processing by the high fuel efficiency driving state determination mechanism in the second embodiment shown in FIG. 12 as state transitions.
FIG. 6A shows true / false (Y / N) of the determination in the determination formulas of steps S102 and S103, whether or not the fuel-efficient driving preparation state / high-fuel-consumption driving state at that time, and the operation of the processing device 3. FIG. 8B shows the relationship between the states 1 to 9 shown in FIG. 6A, the transition states thereof, and the respective processing steps in the flowchart of FIG.
[0099]
From this figure, this processing is basically the same as in the case of the first embodiment, and the values of the cruise speed movement recognition parameter Va and the high fuel efficiency driving state recognition parameter Vp are the determination formulas of steps S102 and S103. When satisfied, first, the fuel-efficient driving preparation state is set, and when the fuel-efficient driving state preparation period is maintained for a certain period (time threshold Tth), the fuel-efficient driving state is set. When the determination formula of S103 is not satisfied, it can be seen that the process of recording the period during which the high fuel efficiency driving state / high fuel efficiency driving preparation state is ended and the fuel efficiency driving state is in progress is performed.
Third embodiment
The third embodiment is based on the premise that an accelerator opening sensor that detects whether or not the throttle of the accelerator described above is opened to N% or more is provided on the operating vehicle 2, and the accelerator opening is measured, By using the information about the accelerator opening, the recognition parameter Vpn is weighted to obtain the recognition parameter Vp of the high fuel efficiency driving state. In the third embodiment, a case where the frequency of transmission of information 11b from the accelerator opening sensor from the vehicle-mounted device 1 to the processing device 3 is low is dealt with.
[0100]
In the third embodiment, the processing method by the cruise speed change recognition parameter calculation mechanism and the high fuel efficiency driving state determination mechanism may use either the first embodiment or the second embodiment mobile method. .
[0101]
As one method of transmitting information 11b from the accelerator opening sensor to the processing device 3 from the vehicle-mounted device 1, data for a certain time is accumulated on the vehicle-mounted device 1 side, and a plurality of data is collected at a constant cycle. It is conceivable that the data is transmitted 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 explaining the use of long-period accelerator opening information in the third embodiment.
In the figure, the vehicle speed change values Az are sorted according to their sizes. In the figure, the vertical direction indicates the acceleration / deceleration (vehicle speed change value) Az, and the horizontal direction indicates the time interval n of one acquisition cycle. . The time Tn indicates the cumulative time during which the accelerator opening degree is N% or less in the time interval n, and Tm indicates the total time that the acceleration / deceleration Az (z = n) takes 0 or a negative value.
[0103]
In the figure, time Tn indicates the time when the driver is not stepping on the accelerator, and time Tm indicates the time when the vehicle speed is decelerating. Therefore, when the time Tn is longer than the time Tm, it indicates that the operating vehicle 2 may be accelerating even though the accelerator is not stepped on. In the third embodiment, an arbitrary weighting is applied to the acceleration / deceleration Az of this portion of the accumulated data, and is excluded from the data used when obtaining the recognition parameter Vp.
[0104]
FIG. 16 is a flowchart showing processing by the fuel efficiency driving state recognition parameter calculation mechanism in the third embodiment. It is assumed that the process shown in FIG. 5 enters step S20-a of the process shown in FIG.
[0105]
In the third embodiment, in step S <b> 19, in a state where the total sum Vs of the nth pieces of speed data Vz accumulated so far is calculated, as step S <b> 121, the accumulated time of the accelerator opening N% or less in the time interval n. Tn is totaled.
[0106]
Next, as step S122, acceleration / deceleration Az (z = n) in the same time interval n is acquired. Then, the acceleration / deceleration Az with the internal acceleration / deceleration amount taking 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 the weighting target time Tr (step S124).
[0107]
If the value of the weighting target time Tr is not positive (step S125, N), the process proceeds to step S21 in FIG. 5 as it is, but if it is positive (step S125, Y), the acceleration / deceleration speed Az ( Among z = n), the time Tr is extracted from the lower one of the positive values, and is weighted by an arbitrary constant C when accumulating as a section where the high fuel consumption state does not respond.
[0108]
In the weighting change process in the third embodiment shown in FIG. 16, the high fuel efficiency driving state recognition parameter Vpn that is totaled when obtaining the high fuel efficiency driving state recognition parameter Vp in step S21 as time interval n. The total section n corresponding to the start / end time of the total section is selected.
[0109]
In the third embodiment, by using the information from the accelerator opening sensor, it is possible to exclude the case where the accelerator is accelerated even when the accelerator throttle is not opened, such as downhill, from the determination of the fuel-efficient driving state. .
[0110]
FIG. 17 is a diagram illustrating an output example of warning record information.
The figure shows the violation history statement that encourages the driver to reflect on the date and time of the violation, the time and distance of the violation, the content of the violation, An example of outputting the cause as a form is shown.
[0111]
These pieces of information are calculated based on the speed data accumulated in the storage device 32 (storage device 52) as speed data and information on the period of the high fuel consumption driving state stored by the high fuel efficiency driving state determination mechanism. Is output. For example, the violation distance is obtained from the time and the speed of the violation and is output.
[0112]
In addition to the high fuel efficiency driving state, the violation content can indicate speed violation, sudden acceleration, idling over, etc. from the relationship between speed and time, and the cause of the violation is the time in the fuel efficient driving state. From the change in the vehicle speed, it is possible to determine whether the accelerator is depressed too much or the brake is excessively depressed, and these can be pointed out together with the content of the violation.
[0113]
Furthermore, by using information on road conditions such as road gradients and traffic jams for analysis of violation contents and causes of violations, it is possible to obtain more accurate fluctuations in vehicle speed by factoring fluctuations in vehicle speed, and to identify violation contents and violation causes. It is possible to judge more accurately and to give more appropriate guidance to the driver.
[0114]
The warning record information is output not only in the format as shown in FIG. 17, but the data for the past several years is extracted, and the trend is divided every month. It may be output as data indicating an increase in driving level).
[0115]
FIG. 18 is a diagram illustrating an example in which the warning record information is output as a graph.
In the figure, it is output in the form of the driving situation in one operation, and is shown in a graph with time on the horizontal axis and vehicle speed on the vertical axis, and the time zone where each violation was committed is displayed below it. ing.
[0116]
As a result, the driver can grasp his / her driving tendency.
FIG. 19 is a diagram showing an example in the case where warning record information is output in combination with other information.
[0117]
The figure shows an example in which the warning record information is output in a combination of position information and map information by GPS mounted on the operating vehicle 2.
In the case of this example, the vehicle-mounted device 1 stores and accumulates position information by GPS as information 11 from the sensor in association with speed and time information in the storage device 32 (storage device 52), and the processing device 3 The warning record output is generated by combining this information and the map information stored in itself or acquired from other places. In the case of the figure, the operation route of the operating vehicle 2 and the range and time of the violation on the operation route are displayed in a form shown on a map. Recognize the situation specifically and clearly.
[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 FIG. 1 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. And a medium reading device 86 for reading stored contents from a portable storage medium such as a modem and a network connection device 85 and a disk, a magnetic tape, etc., which are connected to each other via a bus 88.
[0119]
When 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 the main storage device 82 based on a program on the main storage device 82 or the auxiliary storage device 83. Alternatively, it is realized by reading data such as various threshold values and strip detection stored in the auxiliary storage device 83.
[0120]
In the computer of 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 out by a medium reader 86, and this is read to a main storage device 82 or an auxiliary storage device 83. to download. And each process by this embodiment is realizable like software, when CPU81 runs this program and 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 a vehicle driving state determination system and a vehicle driving state determination method, and when used by a computer, a program or program for causing a computer to perform the functions of the above-described embodiment of the present invention. Can also be configured as a computer-readable storage medium 87 that stores.
[0122]
In this case, as shown in FIG. 13, for example, as shown in FIG. 13, the “storage medium” is detachable from a medium driving device 97 such as a CD-ROM, a flexible disk (or may be an MO, a DVD, a removable hard disk, etc.). A portable storage medium 96, storage means (database or the like) 92 in an external device (server or the like) transmitted via the network line 93, or a memory (RAM or hard disk or the like) 95 in the main body 94 of the computer 91, or the like. included. A program stored in the portable storage medium 96 or 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 traveling information from one or more target vehicles to determine a driving state,
The target vehicle is
Transmitting means for transmitting travel information based on the vehicle speed at regular intervals;
Warning means for warning the driver based on an instruction from the processing device;
With
The processor is
Receiving means for receiving the travel information from one or more of the target vehicles;
Traveling information storage means for storing the traveling information for a predetermined time;
Driving state determination means for determining the driving state of the target vehicle using the traveling information for the predetermined time;
Warning instruction means for instructing the target vehicle based on the determination result;
An operating state discrimination system comprising:
[0124]
(Supplementary Note 2) A processing device of a system in which a processing device acquires travel information based on vehicle speed from one or more target vehicles to determine a driving state,
Receiving means for receiving the travel information from one or more of the target vehicles;
Traveling information storage means for storing the traveling information for a predetermined time;
Driving state determination means for determining the driving state of the target vehicle using the traveling information for the predetermined time;
A processing apparatus comprising:
[0125]
(Supplementary note 3) The processing apparatus according to supplementary note 2, further comprising a discrimination result storage unit that records a discrimination result by the driving state discrimination unit in association with at least one of position information and time information.
[0126]
(Supplementary note 4) The supplementary note 2 or 3, further comprising warning means for warning the driver in association with at least one of position information and time information based on a determination result by the driving state determination means. Processing equipment.
[0127]
(Supplementary Note 5) An in-vehicle device that acquires travel information based on vehicle speed from a vehicle to determine a driving state,
Traveling information storage means for storing the traveling information for a predetermined time;
Driving state determination means for determining the driving state of the target vehicle using the traveling information for the predetermined time;
Warning means for warning the driver based on the determination result;
An in-vehicle device comprising:
[0128]
(Additional remark 6) It is the driving | running state discrimination | determination method which acquires the driving information of an object vehicle, and discriminate | determines a driving | running state,
Travel information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in memory.
The driving information of the target vehicle is determined using the traveling information for the predetermined time.
An operating state discrimination method characterized by the above.
[0129]
(Supplementary note 7) The driving state determination method according to supplementary note 6, wherein it is determined whether the driving state is a high fuel consumption driving state in which the fuel consumption is poor.
[0130]
(Additional remark 8) At least one of the information which shows the speed of the said target vehicle for a fixed time, or the information which shows an acceleration is accumulate | stored as said driving information, At least one of the information which shows the speed of the said target vehicle, or the information which shows an acceleration The driving state determination method according to appendix 6 or 7, wherein the driving state of the target vehicle is determined.
[0131]
(Additional remark 9) The driving | running state discrimination | determination method as described in any one of additional remark 6 thru | or 8 which discriminate | determines the driving | running state of the said target vehicle also using the information which shows the operation state of an accelerator.
[0132]
(Supplementary note 10) The supplementary note 9, wherein 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. Operation state discrimination method.
[0133]
(Additional remark 11) The travel distance in the arbitrary time intervals of a vehicle is calculated | required from the said travel information, The driving | running state of the said target vehicle is discriminate | determined based on this travel distance, Any one of Additional remark 6 thru | or 10 characterized by the above-mentioned. The operating state determination method.
[0134]
(Additional remark 12) Any one of additional remarks 6 thru | or 10 which calculates | requires the accumulated change of the vehicle speed of the said target vehicle for the fixed time from the said driving information, and discriminate | determines the driving | running state of the said target vehicle based on this change. The driving | running state discrimination method as described in one.
[0135]
(Supplementary note 13) A driving state determination method for acquiring driving information of a target vehicle and determining a driving state,
The driving state of the target vehicle is determined using travel information stored on the memory based on the vehicle speed of the target vehicle for a certain period of time.
An operating state discrimination method characterized by the above.
[0136]
(Supplementary Note 14) When used by a computer that obtains driving information of a target vehicle and determines a driving state,
Travel information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in memory.
The driving information of the target vehicle is determined using the traveling information for the predetermined time.
A program for causing the computer to execute the above.
[0137]
(Supplementary Note 15) When used by a computer that obtains travel information of a target vehicle and determines a driving state,
Travel information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in memory.
The driving information of the target vehicle is determined using the traveling information for the predetermined time.
A portable storage medium readable by the computer storing a program for causing the computer to execute the above.
[0138]
【The invention's effect】
According to the present invention, it is possible to give a clear reasoning according to the numerical value in the discrimination of the illegal driving. Therefore, it is possible to analyze the operation status which has not been performed conventionally and to perform detailed evaluation. Therefore, more appropriate operation guidance and operation management for the driver can be performed.
[0139]
In addition, the driving state of the vehicle can be determined without adding new equipment or configuration to the configuration of the standard vehicle. Therefore, a system can be constructed easily and inexpensively as compared with conventional systems and methods.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a basic configuration of a system in an embodiment.
FIG. 2 is a diagram showing an example of system operation in the present embodiment.
FIG. 3 is a block diagram illustrating another configuration example of the in-vehicle device.
FIG. 4 is a diagram showing an outline of 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 showing processing by a cruise speed change recognition parameter calculation mechanism in the first embodiment.
FIG. 7 is a flowchart showing processing by a high fuel consumption driving state determination mechanism in the first embodiment.
FIG. 8 is an explanatory diagram regarding determination of a fuel-efficient driving state in the first embodiment.
FIG. 9 is a state transition diagram of the high fuel efficiency driving state determination mechanism in the first embodiment.
FIG. 10 is a diagram showing an outline of operation in the second embodiment.
FIG. 11 is a flowchart showing processing by a cruise speed change recognition parameter calculation mechanism in the second embodiment.
FIG. 12 is a flowchart showing processing by a high fuel efficiency driving state determination mechanism in a second embodiment.
FIG. 13 is an explanatory diagram for determining a fuel-efficient driving state in the second embodiment.
FIG. 14 is a state transition diagram of a high fuel efficiency driving state determination mechanism in a second embodiment.
FIG. 15 is a supplementary diagram regarding the use of long-period accelerator opening information in the third embodiment.
FIG. 16 is a flowchart showing processing by a fuel efficiency driving state recognition parameter calculation mechanism in a third embodiment.
FIG. 17 is a first diagram illustrating an output example of warning recording information;
FIG. 18 is a diagram (part 2) illustrating an output example of warning recording information;
FIG. 19 is a third diagram illustrating an output example of warning recording 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 machine
2 Operating vehicles
3 processing equipment
4 sales 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 Traveling state determination unit
37, 57 Output device

Claims (5)

A processing device of a system in which a processing device acquires vehicle speed information from one or more target vehicles to determine a driving state,
Receiving means for receiving the travel information from one or more of the target vehicles;
Vehicle speed information storage means for storing the vehicle speed information for a predetermined time;
Driving state determination means for determining whether the driving state by the driver of the target vehicle is normal driving, high fuel efficiency driving preparation state, or high fuel efficiency driving state, using the vehicle speed information for the predetermined time;
Equipped with a,
The driving state determination means uses the vehicle speed information for the predetermined time to calculate a cumulative value of the speed change and a correction parameter for the cruise speed change, and a part of the speed change caused by the cruise speed change If the cumulative value of the speed change is not equal to or higher than the reference value, the driving state by the driver of the target vehicle is determined to be normal travel, and the cumulative value of the speed change is equal to or higher than the reference value. A driving state by a driver of the target vehicle is determined as a fuel-efficient driving preparation state, and a driving state by the driver of the target vehicle is determined as a fuel-efficient driving state when the driving state by the driver of the target vehicle is in the fuel-efficient driving preparation state for a specific period or longer. A processing device.   The processing apparatus according to claim 1, further comprising a determination result storage unit that records a determination result by the driving state determination unit in association with at least one of position information and time information. An in-vehicle device that obtains vehicle speed information from a vehicle to determine a driving state,
Vehicle speed information storage means for storing the vehicle speed information for a predetermined time;
Driving state determination means for determining whether the driving state by the driver of the target vehicle is normal driving, high fuel efficiency driving preparation state, or high fuel efficiency driving state, using the vehicle speed information for the predetermined time;
Warning means for warning the driver based on the determination result ,
The driving state determination means uses the vehicle speed information for the predetermined time to calculate a cumulative value of the speed change and a correction parameter for the cruise speed change, and a part of the speed change caused by the cruise speed change If the cumulative value of the speed change is not equal to or higher than the reference value, the driving state by the driver of the target vehicle is determined to be normal travel, and the cumulative value of the speed change is equal to or higher than the reference value. A driving state by a driver of the target vehicle is determined as a fuel-efficient driving preparation state, and a driving state by the driver of the target vehicle is determined as a fuel-efficient driving state when the driving state by the driver of the target vehicle is in the fuel-efficient driving preparation state for a specific period or longer. In-vehicle machine. A driving state determination method for acquiring vehicle speed information of a target vehicle and determining a driving state,
Vehicle speed information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory.
The driving state determination means calculates the accumulated value of the speed change and the correction parameter for the cruise speed change using the vehicle speed information for the predetermined time, and the part of the speed change due to the cruise speed change is calculated. After classifying and correcting the section, when the cumulative value of the speed change is not equal to or higher than the reference value, it is determined that the driving state by the driver of the target vehicle is normal driving, and when the cumulative value of the speed change is equal to or higher than the reference value, the target The driving state by the driver of the vehicle is determined as the fuel-efficient driving preparation state, and the driving state by the driver of the target vehicle is determined as the fuel-efficient driving state when the driving state by the driver of the target vehicle is in the fuel-efficient driving preparation state for a specific period or longer. To determine the operating state. When used by a computer that obtains vehicle speed information of the target vehicle to determine the driving state,
Vehicle speed information based on the vehicle speed of the target vehicle for a certain time is accumulated and stored in the memory.
The driving state determination means uses the vehicle speed information for the predetermined time to calculate a cumulative value of the speed change and a correction parameter for the cruising speed change, and a part of the speed change caused by the cruising speed change fractionation of the section, after correcting the operating state by the driver before Symbol subject vehicle when the cumulative value of the speed change is less than the reference value is determined to normal running, the cumulative value of the speed variation is equal to or higher than the reference value Determining that the driving state by the driver of the target vehicle is a fuel-efficient driving preparation state, and determining that the driving state by the driver of the target vehicle is the fuel-efficient driving preparation state for a specified period or longer. A program to be executed by the computer.

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