EP2469477B1 - Verfahren zur Erfassung von schroffen Fahrbetrieb eines Fahrzeugs und ein System zur Überwachung der Fahrbedingungen eines Fahrzeugs - Google Patents

Verfahren zur Erfassung von schroffen Fahrbetrieb eines Fahrzeugs und ein System zur Überwachung der Fahrbedingungen eines Fahrzeugs Download PDF

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Publication number
EP2469477B1
EP2469477B1 EP11195153.9A EP11195153A EP2469477B1 EP 2469477 B1 EP2469477 B1 EP 2469477B1 EP 11195153 A EP11195153 A EP 11195153A EP 2469477 B1 EP2469477 B1 EP 2469477B1
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Prior art keywords
vehicle
data
driving
harsh
detecting
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English (en)
French (fr)
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EP2469477A1 (de
Inventor
Claudio De Tommasi
Alessandro Bergamini
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Marelli Europe SpA
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Magneti Marelli SpA
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    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data
    • G07C5/085—Registering performance data using electronic data carriers

Definitions

  • the present invention in general concerns systems for monitoring the driving conditions of a vehicle and more specifically a method for detecting harsh driving operations according to the preamble of claim 1, and a system for monitoring the driving conditions of a vehicle.
  • a system for monitoring and recording the dynamics of use of a vehicle is arranged to detect the driving conditions of the vehicle (travelling speed, overall travelling time, engine operating regime) in view of their transmission to a remote analysis station.
  • the data can be periodically transferred to the analysis station through an on-board communication system or simply recorded in an impenetrable storage medium available on-board the vehicle, from where they can be taken at a later time, for example when the vehicle is subjected to a programmed periodic maintenance intervention.
  • the monitoring system is arranged to indistinctly and continuously record all driving events of the vehicle, for the period in which it is activated. This involves the need to transfer large amounts of data frequently, or to foresee data storage supports of sufficient capacity to conserve the recorded data relating to a long time period.
  • US 4 500 868 discloses an automotive driving instruction system which comprises a plurality of sensors and a computer for calculating the driving conditions of the automobile on the basis of the outputs of the sensors.
  • WO 2005/003885 discloses a method of evaluating the driving behaviour in a vehicle through comparison of values of a plurality of parameters of the operation of the vehicle with those of one or more other vehicles.
  • EP 2 169 635 discloses a driver assistance system and a method for identifying critical driving situations by recording of measuring data of a sensor system relevant to a driving situation.
  • US 2003/158649 discloses a vehicular electronic control apparatus that is used for fuel supply control of a vehicle engine.
  • US 5 465 079 discloses a method and apparatus for evaluating a driver's performance under actual real-time conditions and for using such evaluations to determine the driver's ability to safely operate a vehicle.
  • the present invention has been set the purpose of providing a satisfactory solution to the problems outlined earlier, by making a method and a system for detecting harsh driving operations that avoids the drawbacks of the prior art, allowing a system for monitoring and optionally recording the dynamics of use of a vehicle to consider just events detected as irregular operations like events able to be considered by an analysis station for further processing.
  • a further purpose of the invention is to provide a method for detecting harsh driving operations with low probability of error due to false detections.
  • a further object of the invention is a system for monitoring the driving conditions of a vehicle, having the characteristics outlined in claim 9.
  • the present invention is based on the principle of verifying the occurrence of anomalous driving conditions, such as in particular harsh driving operations linked to sudden variations in acceleration of the vehicle, through systems for detecting the vehicle dynamics available on-board, and detecting possible warning conditions in the case of an aggregation of anomalous driving events over time, also in the presence of discontinuity for short periods of time.
  • the anomalous driving conditions are detected through threshold tests on the intensity of the measured detection parameter and on the time period for which the detection parameter exceeds the warning threshold.
  • the detection (and consequent recording) of the relevant driving condition does not end with the detection of the event, but lasts until the end of the event itself.
  • the system for detecting driving conditions makes it possible to store and/or transmit just the relevant data able to identify particular predetermined anomalous driving conditions, avoiding storing and/or transmitting large volumes of data.
  • FIG 1 V generally indicates a vehicle, equipped with a telematic unit T provided to monitor and record the conditions of use of the vehicle, in particular the dynamic driving conditions.
  • the telematic unit is provided with means for detecting the dynamic conditions of the vehicle, in particular adapted to measure or calculate the linear and centripetal accelerations to which the vehicle is subjected during the different driving conditions, in particular during harsh braking, start-up or turn operations.
  • the means for detecting the dynamic conditions of the vehicle comprise receiving means R of a positioning system, for example a GPS satellite positioning system.
  • a positioning system for example a GPS satellite positioning system.
  • Other sources of data representing the dynamic conditions of the vehicle can be considered as an alternative to a GPS receiver, for example on-board inertial sensor devices like accelerometers or triaxial gyroscopes, or differential odometric sensors integrated on-board the vehicle for autonomously measuring the distances travelled through the rotation measurements of the wheels of the vehicle.
  • X, Y, Z indicate the main axes of the vehicle, commonly identified as longitudinal, transversal and vertical axis, and with respect to which the movements of the vehicle are defined, for example the speeds, the accelerations, and the angles of inclination thereof in all driving conditions.
  • the telematic unit T can be installed on-board the vehicle at the moment of its production and interfaced with a communication line integrated on-board, for example the CAN bus, for transferring the acquired data to other processing units of the vehicle.
  • the unit is mounted on-board the vehicle after its production and it can be connected to other processing units through a dedicated communication line or it can operate autonomously, for example establishing a wireless communication towards a remote server.
  • the telematic unit comprises an electronic processing unit E, in turn coupled with an interfacing communication module, generally indicated with C, for example a GSM, GPRS or 3G modem suitable for receiving interrogation signals from a remote control station (not depicted) and for transmitting to the aforementioned station the recorded data representing the driving conditions that the vehicle is (was) subjected to.
  • the processing unit E also has memory modules M1 and M2 associated with it, typically a random access memory module M1 for storing temporary data and for the computing process and a flash memory module M2 for permanently storing data.
  • the processing unit E is a calculation unit provided to acquire data about the dynamic behaviour of the vehicle, to compare them with the predetermined threshold values and to permanently record, in an associated memory module, the data representing an anomalous dynamic behaviour of the vehicle.
  • the processing unit E is arranged for detecting the data identifying an anomalous driving condition from the data indicative of the dynamic behaviour of the vehicle over time, by application of a method for detecting harsh driving operations that will be described in detail hereafter with reference to the flow diagram of figure 3a and 3b .
  • the telematic unit T can be mounted on-board the vehicle and intended to make a system for monitoring and recording the movements of the vehicle, for example an accessory system to an anti-theft device or a system for detecting the movements of a vehicle belonging to a fleet, or even a system for detecting infractions or the dynamics of road accidents.
  • the processing unit E in step 110 acquires data representing the dynamics of the vehicle from the GPS receiver R.
  • data typically the evolution of the position data of the vehicle over time, make it possible to determine corresponding reference data of the accelerations of the vehicle along the main axes X, Y, Z.
  • the positioning data are filtered in step 120 to eliminate the unreliable data. If the data are not reliable, the system switches in state 130, where the method for detecting the driving condition is reset with another acquisition of dynamic data in step 110.
  • the GPS receiver Since the GPS receiver is influenced by measuring errors, the detection of events can be corrupted by incorrect data generated by the GPS receiver.
  • the data acquired by the GPS receiver are preferably filtered to avoid false alarms and ensure a more robust detection of the events.
  • the positioning data are filtered to eliminate the data acquired from the receiver in uncertain or poor quality positioning conditions. For this reason, the reliability parameters of the positioning data are compared with predetermined thresholds and the data are discarded if at least one of the parameters does not respect the relative threshold.
  • An indicative example of the thresholds of the reliability parameters is given hereafter:
  • detections that exceed the dynamics of the vehicle, inconsistency of the position change data of the vehicle with the speed data available on-board, sudden degradation of the power of the positioning signal received are further indications of the temporary unreliability of the measurements, for which reason the system temporarily suspends the acquisition of data from the GPS receiver.
  • the system actuates the classification of the dynamic parameters monitored by comparison with predetermined detection thresholds of anomalous driving events in step 140 and checks whether the conditions of detection of a potentially dangerous anomalous driving condition are present, by comparison with a duration or time threshold of the anomalous events detected, as will be described in detail hereafter. If an anomalous driving condition is definitively detected (step 150) the system goes into the condition 160 of communication in real time of a warning signal, or of recording the event in view of a subsequent information communication to a remote monitoring station.
  • the system for detecting driving conditions according to the invention is provided to identify the following driving events or operations: harsh braking, harsh accelerations, changes in direction at high speed.
  • the condition (1) of harsh braking of the vehicle is detected for operations in which the vehicle is subjected to a negative acceleration in its direction of movement.
  • the condition of sudden deceleration or braking is therefore defined by the condition: Acc B ⁇ TH B occurring on n samples.
  • the condition (2) of harsh acceleration of the vehicle is identified for operations in which the vehicle is subjected to a positive acceleration in its direction of movement.
  • the acceleration threshold suitable for detecting a condition of harsh acceleration is preferably defined as a function of the speed of the vehicle, for example according to a simple relationship shown in figure 4 , and identified by just two pairs of acceleration/speed parameters: Acc 1 @ V 1 Acc 2 @ V 2
  • the acceleration threshold TH A is constant and equal to Acc 2 .
  • condition of harsh turning is therefore defined by the condition: Acc c t > TH T for 0 ⁇ t ⁇ T, T overall duration of the operation the minimum value of which corresponds to two sampling periods.
  • TH T 4,5 m/s 2 and T corresponds to 12 sampling periods (for GPS detections at a frequency of 5Hz).
  • Figure 3b shows the detailed flow diagram of the operations for detecting harsh driving operations, generally indicated with 140 in figure 3a .
  • Every manoeuvring condition monitored is subjected to the same detection logic.
  • the linear acceleration and centripetal acceleration values are calculated.
  • the calculated linear acceleration values are compared in steps 1401 and 1402, respectively, with the start-up and braking thresholds TH A and TH B , the centripetal acceleration value is compared in step 1403 with the relative threshold TH T .
  • the respective events counter is incremented (steps 1411, 1412, 1413). If the acceleration value considered does not exceed the predetermined threshold, the outcome of the comparison is negative, the respective events counter is decremented, at the limit until it is zeroed (steps 1421, 1422, 1423).
  • a counting threshold TH count of the detected events is defined, and only when the counter of events exceeds the respective counting threshold, a condition that is verified in steps 1431, 1432 and 1433, the operation is detected as a harsh operation (steps 1441, 1442, 1443).
  • the sign information of the centripetal acceleration value is taken into account to identify the turning direction, and the inversion of sign determines the resetting of the events counter.
  • the counter is zeroed when a subsequent detected acceleration value goes back below the predetermined threshold value, so as to allow the detection of successive events.
  • the step of incrementing each events counter is imposed at a different value from, and substantially greater than, the step of decrementing the same counter, so as to detect as anomalous also driving conditions in which the harsh operation is suspended for a short time period, to then start again, like in the case of a start-up operation in which the acceleration impressed on the vehicle stops at the moments when a gear change is carried out.
  • the events counter is incremented by a value equal to 1 every time the calculated linear acceleration exceeds the predetermined threshold, but it is decremented by a value equal to 0.2 every time the calculated linear acceleration does not exceed the predetermined threshold.
  • FIGs of figures 5a and 5b clearly show, for a start-up operation with gear change, the evolution over time of the acceleration impressed to the vehicle (curve A) compared with the relative threshold TH A , for which reason each time the threshold is exceeded determines the detection of an anomalous dynamic condition, as well as the evolution over time of the counting of events identifying an anomalous dynamic condition (curve E) with respect to the warning or alarm threshold TH count that qualifies the operation as a harsh operation.
  • the first samples are not considered valid due to the low speed of the vehicle.
  • the events counter increments its count in step 1411.
  • the vehicle starts to accelerate again for which reason the detected acceleration value once again exceeds the threshold TH A (comparison in step 1401) and the events counter starts to increment its count again (step 1411) until the counting threshold TH count is exceeded (comparison in step 1431), when the warning condition, due to the harsh acceleration operation, is detected (step 1441).
  • the counter is then zeroed when the detected acceleration goes back below the threshold value after the detection of the event, so as to allow the detection of subsequent events.
  • the system provides a more accurate detection of the operation with respect to a rough method that bases the detection of a harsh operation simply on whether a threshold value of the acceleration has been exceeded, and that would involve risks of uncertainty of the decision in the case in which, as shown, the real acceleration fluctuates around the decision threshold TH A .
  • FIGs of figures 6a and 6b show an example of detection of a harsh turning operation, by comparison with the diagrams of figures 7a and 7b , in which an example of a turning operation is shown that does not last sufficiently long for the events counter to determine the detection of a warning condition.
  • the events counter increments its count (curve E) in step 1413.
  • the increment stops for a short time period during the manoeuvre when the acceleration value falls below the threshold (comparison in step 1403) for which reason the counter starts to decrement its count (step 1423), at a lower rate than the increment rate.
  • the events counter starts to increment its count again (step 1413) until the counting threshold TH count is exceeded (comparison in step 1433), when the warning condition, due to the harsh turning operation, is detected (step 1443).
  • the counter is then zeroed when the detected acceleration goes back below the threshold value after the detection of the event, so as to allow the detection of subsequent events.
  • the events counter increments its count (curve E) in step 1413.
  • the increment stops when the acceleration value falls below the threshold (comparison in step 1403) for which reason the counter starts to decrement its count (step 1423), at a lower rate than the increment rate, before having reached the counting threshold TH count (comparison in step 1433), for which reason a warning condition is not detected.
  • the figures also show the behaviour of the system in the case of an unreliable sample, indicated with F.
  • the count of the events counter is immediately zeroed and the detection method is reset, so that no false detection can be incorrectly detected or recorded.
  • the method for detecting harsh driving operations according to the invention through the double threshold verification, carried out on the value of the entity representative of a dynamic condition of the vehicle to discriminate an anomalous driving event, and on how long an anomalous driving condition has lasted by aggregation of anomalous driving events, allows effective identification of the warning conditions, avoiding the occurrence of false alarms or the repeated indication of alarms depending on a single harsh operation, carried out with discontinuity in a short time period.

Claims (10)

  1. Verfahren zur Erfassung von schroffem Fahrbetrieb eines Fahrzeugs (V), das folgende Schritte beinhaltet:
    - Erfassen (110) von Daten, die auf mindestens eine das dynamische Verhalten des Fahrzeugs (V) an vorgegebenen Abtastzeitpunkten repräsentierende Einheit hinweisen; und
    - Vergleichen (1401, 1402, 1403) jedes dieser Daten mit einem vorgegebenen entsprechenden Schwellenwert, angepasst, ein ungewöhnliches Fahrereignis zu erkennen;
    wobei, wenn eines der erfassten Daten den entsprechenden Schwellenwert überschreitet, ein entsprechender Zähler von ungewöhnlichen Fahrereignissen aufwärts gezählt wird (1411, 1412, 1413), während der Zähler ab einem anderen Wert als Null abwärts gezählt wird (1421, 1422, 1423), wenn das eine der erfassten Daten den entsprechenden Schwellenwert nicht überschreitet, und
    ein schroffer Betrieb erfasst wird (150), wenn mindestens einer der Zähler von ungewöhnlichen Fahrereignissen eine vorgegebene Warnschwelle überschreitet (1431, 1441; 1432, 1442; 1433, 1443), wobei das Verfahren ferner dadurch
    gekennzeichnet ist, dass der Aufwärtszählschritt des Zählers von ungewöhnlichen Fahrereignissen größer als der Abwärtszählschritt des Zählers ist.
  2. Verfahren nach Anspruch 1, wobei die auf das dynamische Verhalten des Fahrzeugs (V) hinweisenden Daten eine Vielzahl von Einheiten aufweisen, die das dynamische Verhalten des Fahrzeugs (V) einschließlich der linearen und zentripetalen Beschleunigungen, denen das Fahrzeug ausgesetzt ist, repräsentieren, wobei die Beschleunigungen auf eine erste Fahrbedingung des Abbremsens des Fahrzeugs, auf eine zweite Fahrbedingung der Anfahrbeschleunigung des Fahrzeugs und auf eine dritte Fahrbedingung einer Änderung der Fahrtrichtung des Fahrzeugs hinweisen.
  3. Verfahren nach einem der vorangegangenen Ansprüche, wobei der vorgegebene Schwellenwert, der angepasst ist, ein ungewöhnliches Fahrereignis zu erkennen, abhängig von der Fahrtgeschwindigkeit des Fahrzeugs (V) einstellbar ist.
  4. Verfahren nach einem der vorangegangenen Ansprüche,
    dadurch gekennzeichnet, dass eine weitere Erfassung der Daten immer dann durchgeführt wird, wenn die erfassten Daten nicht zuverlässig sind.
  5. Verfahren nach einem der vorangegangenen Ansprüche,
    dadurch gekennzeichnet, dass es durchgeführt wird, falls die Fahrtgeschwindigkeit des Fahrzeugs (V) größer als eine minimale Schwellengeschwindigkeit ist.
  6. Verfahren nach einem der vorangegangenen Ansprüche, mit Berechnen der auf das dynamische Verhalten des Fahrzeugs (V) hinweisenden Daten auf der Basis von Satellitennavigationsdaten des Fahrzeugs.
  7. Verfahren nach einem der vorangegangenen Ansprüche, mit Erfassen der auf das dynamische Verhalten des Fahrzeugs (V) hinweisenden Daten durch an Bord befindliche Trägheitssensorvorrichtungen.
  8. Verfahren nach einem der vorangegangenen Ansprüche, mit Erfassen der auf das dynamische Verhalten des Fahrzeugs (V) hinweisenden Daten durch an Bord befindliche Wegstreckenmesssensoren.
  9. System zum Überwachen der Fahrtbedingungen eines Fahrzeugs, mit einer Verarbeitungseinrichtung (E), die für das Erfassen von die Dynamik des Fahrzeugs (V) repräsentierenden Daten angeordnet und für das Durchführen eines Verfahrens nach einem der Ansprüche 1 bis 8 programmiert ist.
  10. System nach Anspruch 9, wobei die
    Verarbeitungseinrichtung (E) ferner für das Auslösen einer Warnung vor einer ungewöhnlichen Fahrbedingung (160), einschließlich Speichern oder Senden der die Fahrzeugdynamik repräsentierenden Daten zu einer entfernten Station, angeordnet ist.
EP11195153.9A 2010-12-24 2011-12-22 Verfahren zur Erfassung von schroffen Fahrbetrieb eines Fahrzeugs und ein System zur Überwachung der Fahrbedingungen eines Fahrzeugs Active EP2469477B1 (de)

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ITTO2010A001061A IT1403784B1 (it) 2010-12-24 2010-12-24 Procedimento per il riconoscimento di brusche manovre di guida di un veicolo e sistema di sorveglianza delle condizioni di marcia di un veicolo

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EP2469477B1 true EP2469477B1 (de) 2013-10-30

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3021289A1 (de) 2014-11-10 2016-05-18 Magneti Marelli S.p.A. Telematik-box für kraftfahrzeuge
EP3021290A1 (de) 2014-11-10 2016-05-18 Magneti Marelli S.p.A. Telematische gehäusevorrichtung für kraftfahrzeuge

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SE1330082A1 (sv) * 2013-06-28 2014-12-29 Movelo Ab Beräkning av accelerationssignal utifrån hastighetsmätning
GB2521377B (en) * 2013-12-17 2018-09-19 Jaguar Land Rover Ltd A method and system for replaying a vehicle journey
US10189479B2 (en) 2016-04-06 2019-01-29 At&T Intellectual Property I, L.P. Methods and apparatus for vehicle operation analysis
US11679773B2 (en) 2020-10-23 2023-06-20 ANI Technologies Private Limited Augmenting transport services using real-time event detection

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JPS5790106A (en) * 1980-11-26 1982-06-04 Nippon Denso Co Ltd Driving indicator for automobile
US5465079A (en) * 1992-08-14 1995-11-07 Vorad Safety Systems, Inc. Method and apparatus for determining driver fitness in real time
JP3842144B2 (ja) * 2002-02-20 2006-11-08 三菱電機株式会社 車載電子制御装置
WO2005003885A2 (en) * 2003-07-07 2005-01-13 Sensomatix Ltd. Traffic information system
DE102008047727A1 (de) * 2008-09-18 2010-03-25 Fsd Fahrzeugsystemdaten Gmbh Datenschreiber, Fahrerassistenzsystem und Verfahren zur Identifikation von kritischen Fahrsituationen

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3021289A1 (de) 2014-11-10 2016-05-18 Magneti Marelli S.p.A. Telematik-box für kraftfahrzeuge
EP3021290A1 (de) 2014-11-10 2016-05-18 Magneti Marelli S.p.A. Telematische gehäusevorrichtung für kraftfahrzeuge

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IT1403784B1 (it) 2013-10-31
ITTO20101061A1 (it) 2012-06-25

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