CN107000761B - 用于车辆经济性改进的设备及方法 - Google Patents

用于车辆经济性改进的设备及方法 Download PDF

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Publication number
CN107000761B
CN107000761B CN201580065251.0A CN201580065251A CN107000761B CN 107000761 B CN107000761 B CN 107000761B CN 201580065251 A CN201580065251 A CN 201580065251A CN 107000761 B CN107000761 B CN 107000761B
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vehicle
coasting
determining
determined
usage rate
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CN107000761A (zh
Inventor
P·R·费尔海耶恩
J·J·A·保韦卢森
C·格贝特斯凯
S·奥尔洛夫
M·利奥波德
S·克赖姆
A·施密特
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Bridgestone Mobility Solutions
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Tongteng Telecommunications Co
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K35/28—
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
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    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
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Abstract

本发明揭示一种用于评估在道路网络上进行一旅程的车辆的驾驶的方法及设备。所述方法包括：确定车辆的燃料使用率及发动机速度，及基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行。将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较，及基于所述比较的结果而确定在所述滑行期间制动的施加。本发明还揭示一种用于确定指示在旅程期间所述车辆进行无制动滑行所达的相对时间量的得分的方法及设备。

Description

用于车辆经济性改进的设备及方法
技术领域
本发明涉及一种用于评估车辆驾驶(举例来说)以提供给车辆的驾驶员及/或提供给车队管理者的方法及设备。举例来说，在实施例中，本发明可涉及确定驾驶员是进行制动滑行还是无制动滑行，及将指示在旅程期间进行无制动滑行所花费的时间量相对于可滑行的总时间量的信息提供给驾驶员或车队管理者。
背景技术
越来越期望改进特定来说但非排他性的是由化石燃料(例如汽油及柴油)提供动力的车辆的车辆的燃料经济性。但将认识到，还期望改进任何车辆(举例来说，包含电动车辆、混合动力车辆及氢动力车辆)的燃料经济性。旨在改进车辆的燃料经济性的一些努力集中于增加车辆的效率，例如车辆的机械效率及/或电效率。还认识到，驾驶车辆的方式可对车辆的经济性具有显著影响。
已知，在此实例中，意指驾驶员已将脚抬离加速器(或油门)以减小车辆速度使得车辆被允许自然地减速或在无动力下滚行的滑行可对车辆经济性具有正面影响。
因此，期望提供一种可通过其评估在旅程期间的滑行程度使得驾驶员或任何其它感兴趣方可使用此信息来改进其在后续旅程中的驾驶的方法。
发明内容
根据本发明的第一方面，提供一种评估在道路网络上进行一旅程的车辆的驾驶的方法，其包括：
确定车辆的燃料使用率及发动机速度；
基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行；
将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较；及
基于所述比较的结果而确定在所述滑行期间制动的施加。
本发明延伸到一种用于执行根据本文中所描述的本发明的各方面或实施例中的任一者的方法的设备。
因此，根据本发明的另一方面，提供一种用于评估在道路网络上进行一旅程的车辆的驾驶的设备，其包括：
用于确定车辆的燃料使用率及发动机速度的构件；
用于基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行的构件；
用于将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较的构件；及
用于基于所述比较的结果而确定在所述滑行期间制动的施加的构件。
因此，根据本发明的另一方面，提供一种用于评估在道路网络上进行一旅程的车辆的驾驶的设备，其包括：至少一个处理器；及存储器，其含有在由所述至少一个处理器执行时致使所述设备进行以下操作的指令：
确定车辆的燃料使用率及发动机速度；
基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行；
将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较；及
基于所述比较的结果而确定在所述滑行期间制动的施加。
如所属领域的技术人员将了解，本发明的此另一方面可以且优选地确实视情况包含本文中关于本发明的其它方面中的任一者所描述的本发明的任何一个或多个或者全部优选及可选特征。在未明确陈述的情况下，本文中的本发明的系统可包括用于执行关于本发明在其各方面或实施例中的任一者中的方法所描述的任何步骤的构件，且反之亦然。
在实施例中，所述确定在所述滑行期间所述制动的施加包括：在所述车辆的所述加速度小于所述预定参考加速度时，确定所述车辆是进行制动滑行。所述确定在所述滑行期间所述制动的施加可另外或替代地包括：在所述车辆的所述加速度大于或等于所述参考加速度时，确定所述车辆是进行无制动滑行。
在实施例中，可基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆的滑行状态，且基于所述所确定滑行状态而选择所述预定参考加速度。所述滑行状态可为以下各项中的一者：挂档滑行及空档滑行。可基于所述燃料使用率与至少一个预定阈值之间的比较而确定所述滑行状态。在所述燃料使用率小于空转燃料使用率时，可确定所述滑行状态是挂档滑行。在所述燃料使用率小于基于空转燃料使用率的预定阈值时，可确定所述滑行状态是空档滑行。基于所述燃料使用率且在所述发动机速度小于基于空转发动机速度的预定阈值时，可确定所述滑行状态是空档滑行。
在实施例中，可基于空气阻力分量及发动机阻力分量而确定所述预定参考加速度。所述空气阻力分量可基于以下各项中的一或多者：车辆速度、空气密度、空气拖曳系数、车辆迎风面积及车辆质量。所述发动机阻力分量可基于所述发动机速度。
在实施例中，可确定指示在所述旅程期间所述车辆进行制动滑行所达的持续时间的第一时间。可在任选地位于所述车辆内的显示装置上显示所述第一时间的表示，及/或可将所述第一时间发射到远程装置。
在实施例中，可确定指示在所述旅程期间所述车辆进行无制动滑行所达的持续时间的第二时间。可在任选地位于所述车辆内的显示装置上显示所述第二时间的表示，及/或可将所述第二时间发射到远程装置。
在实施例中，可基于所述第一及第二时间而确定指示在所述旅程期间所述车辆进行无制动滑行所达的相对时间量的得分。可在任选地位于所述车辆内的显示装置上显示所述得分的表示，及/或可将所述得分发射到远程装置。
在实施例中，一种根据本发明的设备可包括用于将指示在滑行状态中制动的施加的数据无线地发射到远程计算装置的通信单元。一种根据本发明的设备可形成系统的一部分，所述系统进一步包含远程计算装置，所述远程计算装置经布置以从所述设备接收指示在滑行状态中制动的施加的数据。
根据本发明的方法可至少部分地使用软件(例如，计算机程序)实施。本发明因此还延伸到一种包括计算机可读指令的计算机程序，所述计算机可读指令可执行以执行根据本发明的各实施例中的任一者的方法。
本发明因此还延伸到一种包括软件的计算机软件载体，所述软件在用于操作包括数据处理构件的系统或设备时致使所述设备或系统联合所述数据处理构件一起执行根据本发明的实施例的方法的步骤。此计算机软件载体可为非暂时性物理存储媒体(例如，ROM芯片、CD ROM或磁盘)，或可为信号(例如，电线上电子信号、光学信号或无线电信号(例如去往卫星)等等)。
本发明根据其其它方面或实施例中的任一者可包含参考本发明的其它方面或实施例所描述的特征中的任一者，只要其不互相矛盾即可。
下文中陈述这些实施例的优点，且这些实施例中的每一者的其它细节及特征定义于所附附属技术方案中及以下实施方式中的其它处。
附图说明
现在将仅以实例方式且参考附图描述本发明的一些优选实施例，在附图中：
图1是用于提供驾驶员反馈的系统的图解说明；
图2是根据本发明的一实施例的系统的图解说明；
图3展示根据本发明的一实施例的确定由车辆进行的行程的滑行表现指示符(或度量)的方法；
图4展示根据本发明的一实施例的用于确定车辆的滑行状态的方法；
图5展示根据本发明的一实施例的确定车辆是进行制动滑行还是无制动滑行的方法；
图6展示根据本发明的一实施例的各种滑行状态的参考加速度的图解说明；及
图7是可在车队管理者的计算机上观看的示范性报告的图解说明，其展示由车辆或驾驶员进行的多个行程的滑行表现指示符(或度量)。
具体实施方式
本发明的实施例针对于用于跨一或多个旅程监测车辆的驾驶员的表现的方法及系统，及用于将反馈提供给驾驶员以便促成较经济驾驶的方法及系统。
图1中展示用于提供驾驶员反馈的系统。如图1中所展示，驾驶员反馈包括两个分量：关于当前或历史驾驶表现的反馈(待由驾驶员在开始行程之前或在已结束行程之后学习)；及关于可如何修改驾驶风格以实现较经济驾驶的建议(其通常是在行程期间给出)。所述建议可包括关于以下各项的建议：用以实现最大经济结果的最优或“绿色”速度，在“滑行”可能时的时间/区域，档位选择及何时换档等。所述反馈可包括急剧加速或减速事件、超速事件(相对于速度限制及/或绿色速度)、无效换档(过快加速)的计数等。所述反馈还可包括关于当前及/或历史驾驶表现与预定目标的相当程度的指示符，所述预定目标可由驾驶员设定或可由车队管理者远程设定。
本发明针对于产生供在提供驾驶员反馈时使用的新表现指示符，且针对于用于确定供在产生此表现指示符时使用的数据的方法。下文给出对本发明的各方面中的每一者的总结：
·基于使用车辆的燃料率及发动机速度来检测车辆是否滑行(‘挂档滑行’或‘空档滑行’)以及车辆的所测量当前加速度与预定参考加速度之间的比较而确定驾驶员是进行制动滑行还是无制动滑行
·基于在行程期间进行无制动滑行所花费的时间量相对于在所述行程期间滑行可花费的总时间量而确定滑行度量(或表现指示符)。
系统架构
所述车辆可为任何类型的车辆，包含常规(化石燃料)动力车辆(例如，汽油或柴油)、混合动力车辆、氢动力车辆、燃料电池动力车辆或电动车辆。将参考发动机(或驱动单元)以发动机速度操作且燃料以燃料率供应到发动机(或由发动机消耗)的车辆来描述本发明的实施例。然而，将认识到，这些术语因此可被视为涵盖前述类型的车辆。
图2例示本发明的系统，其中车辆可包含车载诊断(OBD)适配器、车辆跟踪装置及导航装置。车辆跟踪装置可经布置以与服务器通信，所述服务器又经布置以与车辆中的导航装置及计算机(例如基于车队管理者的操作)通信。尽管所述系统展示车辆中的三个不同装置(OBD适配器、车辆跟踪装置及导航装置)，但将了解，所述系统的车载组件可视需要而在较大数目或较少数目个装置之间共享。类似地，尽管图2展示数据仅从车辆跟踪装置发射到服务器，但在其它实施例中，数据可视需要而从车载装置中的任一者发送到服务器。现在将更详细地描述图2中所展示的组件中的每一者的功能性。
OBD适配器：适配器装置包括用于与车辆的一或多个系统通信的接口单元。接口单元可以可移除方式耦合到车辆的OBD端口以接收指示与车辆相关联的一或多个参数的数据。OBD端口将一或多个参数从车辆的通信总线提供到接口单元。然而，将认识到，接口单元可经由其它连接(例如经由无线连接)而与车辆通信。适配器装置因此优选地经配置以从车辆中的OBD端口收集数据(例如发动机速度(rpm)、车辆速度)，且确定从此类OBD数据导出的其它信息(例如当前档位、最大档位、燃料消耗等)，且将所述数据递送到车辆跟踪装置。换句话说，以有线及/或无线方式发射到车辆跟踪装置的数据指示车辆的当前状态。然而，将了解，可以其它方式(例如经由所接收无线位置确定信号)确定车辆的速度。
车辆跟踪装置：跟踪装置包括位置确定装置，例如全球导航卫星系统(GNSS)接收器，例如，GPS或GLONASS。然而，将了解，可使用其它手段，例如使用移动电信网络、表面信标等等。定位确定装置产生指示装置随时间的位置改变的跟踪数据，例如带时间戳的位置。跟踪装置进一步包括经布置以使用有线或无线连接与OBD适配器、导航装置及服务器通信的一或多个通信装置。所述一或多个通信装置可包括例如用于与OBD适配器及导航装置通信的短程无线收发器(例如蓝牙收发器)，且可包括例如用于与服务器通信的移动电信收发器(例如GPRS或GSM收发器)。跟踪装置进一步包括经布置以对特定数据进行聚合以供在随后产生特定表现指示符(如下文更详细地论述)(例如，滑行表现指示符)时使用的至少一个处理器。举例来说，跟踪装置进一步收集数据以创建滑行直方图(如下文所论述)，服务器处需要所述滑行直方图来计算滑行表现指示符。
导航装置：导航装置包括至少一个处理器以及显示装置。导航装置可能够进行以下各项中的一或多者：计算待行进以到达所要目的地的路线；及提供导航指令以引导驾驶员沿着所计算路线到达所要目的地。所述至少一个处理器经布置以致使表现指示符(例如，从服务器获得)显示于显示装置上(例如，在行程之前、在行程期间及/或在行程之后)。所述至少一个处理器可进一步经布置以检测及计算滑行区(例如，其中可能滑行的区域)且致使经计算信息显示于显示装置上。
服务器：服务器包括至少一个处理器以及用于与车载装置中的一或多者(优选地，车辆跟踪装置)通信的通信装置。所述至少一个处理器进一步经布置以计算行程的至少一个表现指示符，例如，滑行指示符。
计算机：计算机与服务器通信，且由车队管理者用于基于所确定表现指示符而评审其车队的驾驶员的表现。
制动滑行/无制动滑行
根据本发明的实施例，提供用于确定在行程期间车辆的驾驶员是否滑行的方法及系统。在此实例中，术语“滑行”意指驾驶员将脚抬离加速器(或油门)以减小车辆速度，使得车辆被允许自然地减速或在无动力下滚行。以此方式，可改进车辆的燃料经济性。在本发明的上下文中，滑行事件可为“良好”的，此意指在无制动的情况下进行滑行，从而仅空档(即，未上档)滚行或上档滚行，或者滑行事件可为“不良”的，此意指在制动的情况下进行滑行。
对滑行的检测优选地至少基于燃料率及发动机速度(例如，通过OBD适配器获得)。任选地，对滑行的检测进一步基于车辆速度。举例来说，可仅在车辆速度高于预定阈值(例如20km/h)时检测滑行。
在实施例中，确定车辆空转时的燃料率(“空转率”)及空转时的发动机速度(“空转rpm”)，且使用这些值来检测车辆滑行的时间段。优选地以停顿周期(例如，每当车辆在发动机运行的情况下停止达预定时间段时)规则地更新空转率及空转rpm，使得所述值反映车辆的当前状态。举例来说，所述值可随时间基于车辆的维护状态而改变。
在实施例中，由车辆在行程期间连续地做出关于车辆是否处于以下状态中的一者的确定：“无滑行”、“挂档滑行”或“空档滑行”。图4中展示用于确定车辆的状态的示范性方法，且所述方法使用以下各项作为输入：车辆的当前速度、车辆的当前燃料率及车辆的当前发动机速度。阈值TS1、TF1、TF2及TE1全部是预定的。阈值TF1及TF2各自基于车辆的所确定空转率；TF1通常小于所述空转率，而TF2通常超过所述空转率。类似地，阈值TE1基于车辆的所确定空转rpm；TE1通常超过所述空转rpm。图4的方法基于驾驶员在滑行时将不压下加速器(或油门)且所述滑行可在上档的情况下或在空档时进行的假设。
为了确定滑行是“良好”(无制动)还是“不良”(制动)的，在实施例中，测量车辆的当前加速度(例如，通过查看车辆速度改变且与参考加速度进行比较)。参考加速度是从加速度阈值函数导出，图6中展示所述加速度阈值函数的实例且所述加速度阈值函数提供车辆的当前速度的特定参考加速度值。所述加速度阈值函数包括空气阻力分量(举例来说，基于车辆速度、空气密度、空气拖曳系数、车辆迎风面积及车辆质量–迎风面积及质量可基于(举例来说)车辆的种类或基于由用户输入的数据来估计)、发动机阻力分量(举例来说，基于发动机速度)、滚行阻力分量及基于车辆是挂档滑行还是空档滑行的分量。如将了解，滑行在车辆的所测量加速度大于参考加速度时是“良好”的，且相反地滑行在所测量加速度小于参考加速度时是“不良”的。
在实施例中，对滑行的检测及对滑行类型的评估(例如，使用如上文所描述的方法)是在车辆跟踪装置及导航装置中的一者处基于从OBD适配器接收的数据(且所述数据是从车辆的OBD端口获得)而执行。
滑行表现指示符
滑行表现指示符基于期望在行程期间无制动且理想地在车辆挂档的情况下滑行达尽可能多的时间(因为这减少燃料消耗)的认识。燃料消耗是因两个主要原因而减少。第一个原因是许多发动机在滑行时中断燃料喷射，只要发动机速度高于空转rpm即可。第二个原因是由滑行的持续时间引起；通常通过滑行来减小速度将比通过制动需要更长时间。因此，驾驶员在通过滑行减速的情况下需要比制动更早地停止维持当前速度(其消耗燃料)，这因此导致燃料消耗的减少。
例如在服务器处基于从车辆跟踪装置接收的信息、基于在行程期间进行无制动滑行所花费的总驾驶时间相对于总潜在滑行时间而计算滑行表现指示符。进行无制动滑行所花费的总驾驶时间越接近于总潜在滑行时间，所实现得分越高。总潜在滑行时间是进行无制动滑行所花费的总时间与进行制动滑行所花费的总时间的和。总潜在滑行时间在本文中称为‘减速’时间，且进行无制动滑行所花费的总时间在本文中称为‘滑行’时间。
图7中展示可在车队管理者的计算机上观看的示范性报告，其展示由车辆或驾驶员进行的多个行程的滑行表现度量。举例来说，在10月1日8时10分与9时10分之间的一个旅程中，驾驶员滑行达1分58秒，这相当于总减速时间的58％。报告还展示此滑行时间相当于2km的滑行距离。报告还展示跨越全部旅程驾驶员的总体得分是4.9，其中驾驶员滑行总计33分钟，这相当于跨越全部旅程的总减速时间的59.3％。
现在将参考图3到6描述对本发明的实施例的进一步说明。
参考图3，图解说明根据本发明的一实施例的确定车辆的滑行状态的方法300。方法300确定车辆是在挂档状态中滑行还是在空档或“自由滚行”状态中滑行。如将解释，基于车辆的一或多个参数而确定滑行状态。
步骤310包括接收指示车辆的一或多个参数的数据。指示一或多个参数的数据可经由车辆的OBD端口接收。所述参数可包括车辆的特定来说是车辆的驱动单元(或发动机)的燃料消耗率及车辆的发动机的速度(例如，以每分钟转数(rpm)为单位而确定)。
车辆的燃料消耗率可直接从车辆(例如，从CAN总线)获得。然而，在优选实施例中，燃料消耗率是从经由车辆的OBD端口获得的数据来估计。用于使用从车辆的OBD端口获得的数据估计车辆的燃料消耗率的示范性方法描述于标题为“用于估计车辆的燃料消耗的方法及设备(Method and Apparatus for estimating the fuel consumption of avehicle)”的WO 2012/137016 A2中，其内容以引用的方式并入本文中。
在步骤310的一些实施例中，确定车辆的速度。指示车辆的速度的数据可从车辆的OBD端口获得。替代地，车辆的速度可使用所接收无线信号(例如来自GNSS接收器)而获得。
在一些实施例中，在步骤320中，确定车辆的速度是否大于预定速度TS1。举例来说，所述预定速度可为10kmh-1或20kmh-1，但将认识到，可选择其它速度。如果车辆的速度不大于预定速度(举例来说，车辆静止或缓慢地移动)，那么方法300返回到步骤310。然而，如果车辆的速度大于预定速度，那么方法300前进到步骤330。步骤320通过改进发动机的燃料消耗率可用于确定滑行状态的可能性而帮助确定滑行状态。
在步骤330中，确定车辆是否滑行。将理解，术语滑行打算意指“惯性滑行(freewheel)”或不在由动力产生器(例如车辆的发动机)提供的正加速度下。将理解，当处于滑行状态时车辆通常被预期为减速，但车辆可在位于负梯度上的情况下加速。如果在步骤330中确定车辆未滑行，那么方法返回到步骤310。在步骤330的实施例中，还确定车辆的滑行状态。滑行状态可意指“挂档滑行”或“空档滑行”中的一者。挂档滑行(CiG)打算意指动力产生器机械地耦合到车辆的车轮中的一或多者使得车辆的运动操作以致使动力产生器移动。举例来说，车辆的车轮的旋转致使发动机翻转。在一些情形中，例如但未必，在车辆位于负梯度上的情况下，发动机可施加力以抵抗车辆的加速或致使车辆由于发动机制动而减速。空档滑行(CiN)打算意指车辆的动力产生器或发动机基本上从车辆的移动解耦合。举例来说，可开启离合器以致使车辆的车轮的旋转基本上不被传递到发动机。在此情形中，车辆能够惯性滑行且可在负梯度上大体不受限地加速或可以比CiG时的减速程度小地减速。将参考图4解释确定车辆的滑行状态的方法400。
如果车辆未滑行(即，发动机施加力以维持车辆的速度或使车辆加速)，那么方法返回到步骤310，如上文所述。因此确定车辆处于无滑行状态。然而，如果车辆滑行，那么方法移动到步骤340。
在步骤340中，确定制动力是否施加到处于滑行状态的车辆。即，是否施加对车辆的一或多个制动以致使车辆减速。所述制动可为机械制动(例如其中应用制动垫以接触与车辆的车轮中的一或多者相关联的轮盘)或其它制动力(例如发电机的啮合(例如)以将车辆的电池再充电)。
如果不施加制动，那么方法移动到步骤350，其中确定滑行持续时间。滑行持续时间可通过使计数器按预定增量递增而确定。在一个实施例中，步骤310到340可以预定间隔(例如每一秒)执行，但将认识到，可使用其它间隔。在此情形中，使滑行持续时间计数器按所述间隔递增。滑行持续时间可替代地通过开始及停止相关联计时器而确定。
如果在步骤340中确定在滑行时将制动施加到车辆，那么方法移动到步骤360。下文将参考图5描述确定制动是否施加到车辆的方法500。在步骤360中，确定制动持续时间。制动持续时间可通过使计数器按预定增量递增而确定。如上文所述，在步骤310到340以预定间隔(例如每一秒)执行的情况下，使制动持续时间计数器按所述间隔递增。制动持续时间可替代地通过开始及停止相关联计时器而确定。
在步骤370中，确定车辆的旅程是否结束。对旅程结束的确定可基于发生预定事件而做出。举例来说，所述预定事件可为车辆静止达预定时间段、车辆的电系统被关闭电源或车辆的控制系统的指示响应于用户输入或控制而切断。将认识到，可使用其它事件。尽管在本发明的实施例中，在车辆的旅程结束之后确定指示在滑行时施加制动的值，但将认识到，在其它实施例中，可在旅程期间(例如在其它实施例中，在进行中基础上)确定所述值。
在步骤380中，例如通过确定进行无制动滑行所花费的时间(即，步骤350的时间)与进行制动滑行及无制动滑行两者所花费的时间的和(即，步骤350及380的时间的和)的比率而确定指示用户在旅程期间的滑行程度的得分。在一些实施例中，所述得分可由另一计算装置(例如服务器)在从设备的数据传递之后确定。如将了解，步骤350及380中所确定的时间可视需要以任何方式用于确定适合得分。
现在将参考图4解释确定车辆的滑行的方法400。
在步骤410中，将在步骤310中确定的燃料消耗率与预定最小燃料消耗率TF1进行比较。最小燃料消耗率TF1可小于车辆的空转燃料消耗率。如果车辆的燃料消耗率小于最小燃料消耗率，那么方法移动到步骤420，其中确定车辆的滑行状态是CiG。
如果在步骤410中确定燃料消耗率超过最小燃料消耗率TF1，那么方法移动到步骤430。
在步骤430中，确定车辆的燃料消耗率及/或发动机速度是否满足一或多个预定准则。特定来说，在步骤430的一个实施例中，确定燃料消耗率是否在预定限制或预定燃料消耗带内。所述限制包括燃料消耗率下限及燃料消耗率上限TF2。燃料消耗率下限小于车辆在空转状态(其中发动机运行但车辆不移动)中的燃料消耗率且可等于0。燃料消耗率上限可基于车辆在空转状态中的燃料消耗率。可将预定裕量应用于车辆在空转状态中的燃料消耗率以减小不正确决策的可能性。空转状态中的燃料消耗可由设备基于指示车辆静止的速度信息及指示静止时的燃料消耗率的数据(例如，从耦合到车辆的OBD端口的装置接收)而确定。在一些实施例中，空转状态中的燃料消耗率可周期性地更新以便考虑到例如归因于在车辆的燃料管理系统的控制下的温度的变化性。所述裕量可为额外百分比，例如25％或50％。
在步骤430中，还可确定发动机速度是否在预定限制或预定发动机速度带内。所述限制包括发动机速度下限及发动机速度上限。发动机速度下限可等于0，且发动机速度上限TE1可基于车辆在空转状态(其中发动机运行但车辆不移动)中的发动机速度。可将预定裕量应用于车辆在空转状态中的发动机速度以减小不正确决策的可能性。空转状态中的发动机速度可基于指示车辆静止的速度信息及指示静止时的发动机速度的数据而确定。在一些实施例中，空转状态中的发动机速度可周期性地更新以便考虑到例如归因于在车辆的燃料管理系统的控制下的温度的变化性。所述裕量可为额外百分比，例如5％、10％或15％。
如果未满足上文所提及条件中的一者或两者，那么方法返回到步骤410。另一方面，如果满足两个条件，那么方法移动到步骤440，其中确定滑行状态是CiN。
图5图解说明根据本发明的一实施例的确定制动是否施加到车辆的方法500。
在步骤510中，确定车辆的滑行状态的参考加速度。参考与车辆相关联的数据而确定参考加速度。在一些实施例中，所述数据中的至少一些是从车辆的OBD端口(或类似接口单元)获得。所述数据可包括对车辆的类型的指示及车辆的当前速度。如上文所述，车辆的速度可经由OBD端口获得或可通过导航装置或车辆跟踪装置而确定。车辆的类型可存储于设备的存储器中。对车辆的类型的指示可能先前(例如在初始化时)存储于设备中或例如经由导航装置的接口从车辆的用户接收。对车辆的类型的指示可为轿车、摩托车、轻型商用或重型商用车辆中的一者，但将认识到这些仅是示范性的。使用对车辆类型的指示来确定车辆的一或多个参数的近似值以确定参考加速度。所述参数可包括拖曳系数、车辆的迎风面积及车辆的质量中的一或多者。
图6图解说明在CiG及CiN的车辆速度范围内具有特定参数的车辆的加速度。并且，图解说明归因于积极制动(即，驾驶员(举例来说)为了避开障碍物而有意进行的制动)的加速度。可了解，在车辆处于空档(CiN)时可经历比车辆挂档(CiG)时更大的负加速度(减速)。
因此，可了解，在步骤510中，根据车辆的滑行状态而确定车辆速度的参考加速度。所述确定可为从存储于设备的存储器中的数据结构检索参考加速度，或可在步骤510的每一反复中执行上文所描述计算。
在步骤520中，确定车辆的加速度。车辆的加速度可从车辆的多个速度确定及所述确定之间的时间间隔确定。尽管在一些实施例中加速度可从车辆的两个速度及其间的持续时间确定，但可使用多于两个速度确定(例如在例如三秒或多于三秒等持续时间内的三个或多于三个速度确定的平均值)。以此方式，确定在所述持续时间内车辆的经改进平均加速度。
在步骤530中，确定从步骤520提供的加速度是否大于或等于参考加速度。如果所确定加速度大于或等于参考加速度，那么方法移动到步骤540，其中确定车辆是在未施加制动的情况下滑行，即，“良好滑行”。然而，如果所确定加速度小于参考加速度，那么方法移动到步骤550，其中确定车辆是在施加制动的情况下滑行，即，“不良滑行”。步骤540及550分别对应于图3中的步骤350及360。
图3中所展示的方法300的步骤310到370可由车辆内的计算装置(例如导航单元或车辆跟踪单元的处理器)执行。如所述，基于经由OBD端口或其它类似车辆连接从车辆接收的数据而执行所述方法。
在步骤370之后，将指示通过步骤310到370确定的一或多个计数器的数据传递到服务器。所述服务器或另一计算装置经布置以在步骤380中确定得分。可将由计算装置提供的数据的得分及/或表示提供给所述服务器或所述另一计算装置的用户。
可至少部分地使用软件(例如，计算机程序)来实施如上文所描述的根据本发明的方法中的任一者。本发明因此还延伸到一种计算机程序，其包括计算机可读指令，所述计算机可读指令可执行以执行或致使计算装置(例如，OBD适配器、车辆跟踪装置、导航装置、服务器等)执行根据本发明的上文所描述的各方面或实施例中的任一者的方法。相应地，本发明延伸到一种包括此软件的计算机软件载体，所述软件在用于操作包括数据处理构件的系统或设备时致使所述设备或系统联合所述数据处理构件一起执行本发明的方法的步骤。此计算机软件载体可为非暂时性物理存储媒体(例如ROM芯片、CD ROM或磁盘)，或可为信号(例如电线上电子信号、光学信号或无线电信号(例如去往卫星)等)。本发明提供一种机器可读媒体，其含有指令，所述指令在由机器读取时致使所述机器根据本发明的各方面或实施例中的任一者的方法操作。

Claims (22)

1.一种评估在道路网络上进行一旅程的车辆的驾驶的方法，其包括：
确定车辆的燃料使用率及发动机速度；
基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行；
将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较；及
基于所述比较的结果而确定在所述滑行期间制动的施加。
2.根据权利要求1所述的方法，其中所述确定在所述滑行期间所述制动的施加包括：在所述车辆的所述加速度小于所述预定参考加速度时，确定所述车辆是进行制动滑行。
3.根据权利要求1或2所述的方法，其中所述确定在所述滑行期间所述制动的施加包括：在所述车辆的所述加速度大于或等于所述参考加速度时，确定所述车辆是进行无制动滑行。
4.根据权利要求1所述的方法，其包括：基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆的滑行状态，及基于所确定的所述滑行状态而选择所述预定参考加速度。
5.根据权利要求4所述的方法，其中所述滑行状态是以下各项中的一者：挂档滑行及空档滑行。
6.根据权利要求4或5所述的方法，其中基于所述燃料使用率与至少一个预定阈值之间的比较而确定所述滑行状态。
7.根据权利要求6所述的方法，其中在所述燃料使用率小于空转燃料使用率时，确定所述滑行状态是挂档滑行。
8.根据权利要求6所述的方法，其中在所述燃料使用率小于基于空转燃料使用率的预定阈值时，确定所述滑行状态是空档滑行。
9.根据权利要求6所述的方法，其中基于所述燃料使用率且在所述发动机速度小于基于空转发动机速度的预定阈值时，确定所述滑行状态是空档滑行。
10.根据权利要求1所述的方法，其中基于空气阻力分量及发动机阻力分量而确定所述预定参考加速度。
11.根据权利要求10所述的方法，其中所述空气阻力分量基于以下各项中的一或多者：车辆速度、空气密度、空气拖曳系数、车辆迎风面积及车辆质量。
12.根据权利要求10所述的方法，其中所述发动机阻力分量基于所述发动机速度。
13.根据权利要求2所述的方法，其包括确定指示在所述旅程期间所述车辆进行制动滑行所达的持续时间的第一时间。
14.根据权利要求13所述的方法，其包括以下各项中的至少一者：在任选地位于所述车辆内的显示装置上显示所述第一时间的表示，及将所述第一时间发射到远程装置。
15.根据权利要求3所述的方法，其包括确定指示在所述旅程期间所述车辆进行无制动滑行所达的持续时间的第二时间。
16.根据权利要求15所述的方法，其包括以下各项中的至少一者：在任选地位于所述车辆内的显示装置上显示所述第二时间的表示，及将所述第二时间发射到远程装置。
17.根据权利要求15所述的方法，其包括：
确定指示在所述旅程期间所述车辆进行制动滑行所达的持续时间的第一时间；及
基于所述第一及第二时间而确定指示在所述旅程期间所述车辆进行无制动滑行所达的相对时间量的得分。
18.根据权利要求17所述的方法，其包括以下各项中的至少一者：在任选地位于所述车辆内的显示装置上显示所述得分的表示，及将所述得分发射到远程装置。
19.一种用于评估在道路网络上进行一旅程的车辆的驾驶的设备，其包括：至少一个处理器；及存储器，其含有在由所述至少一个处理器执行时致使所述设备进行以下操作的指令：
确定车辆的燃料使用率及发动机速度；
基于所述车辆的所述燃料使用率及所述发动机速度中的至少一者而确定所述车辆何时滑行；
将在确定所述车辆滑行时所述车辆的加速度与预定参考加速度进行比较；及
基于所述比较的结果而确定在所述滑行期间制动的施加。
20.根据权利要求19所述的设备，其包括用于将指示在所述滑行期间所述制动的施加的数据无线地发射到远程计算装置的通信单元。
21.一种用于评估在道路网络上进行一旅程的车辆的驾驶的系统，其包括：
根据权利要求20所述的设备；及
远程计算装置，其经布置以从所述设备接收指示在所述滑行期间所述制动的施加的所述数据。
22.一种非暂时性计算机可读介质，其存储指令，所述指令在由包括至少一个处理器的设备的至少一个处理器执行时致使所述设备根据权利要求1到18中任一权利要求所述的方法而操作。
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