EP3604063A1

EP3604063A1 - Method for behavioural analysis of driving events of vehicles a road and relative apparatus

Info

Publication number: EP3604063A1
Application number: EP18425059.5A
Authority: EP
Inventors: Giacomo Maria Saverio LOVATI; Paola Carrea; Claudio De Tommasi
Original assignee: Alfaevolution Technology SpA; Alfaevolution Tech SpA
Current assignee: Unipoltech SpA
Priority date: 2018-07-30
Filing date: 2018-07-30
Publication date: 2020-02-05

Abstract

Described is a method for the behavioural analysis of driving events of vehicles along a road (P), by which it is possible to determine, for each driving event, an anomalous driving behaviour by the driver, in a more realistic manner compared with the prior art.

Description

This invention relates to a method for the behavioural analysis of driving events of vehicles along a road, by which it is possible to determine, for each driving event, an anomalous driving behaviour by the driver, in a more realistic manner compared with the prior art.
The currently known behavioural analysis methods are currently based on behaviour models based on risk parameters correlated with fixed or static thresholds. For example, a fixed or static threshold may be the speed limit set by the law in a stretch of road.
These behavioural analysis methods do not provide very realistic results deriving from the analysis of the driving behaviours, since they do not allow for the analysis to be sufficiently contextualised with respect to the true situation of the traffic along the road monitored and with respect to the passed driving habits along the same road. The term "road" means a stretch of a road.
A method for behavioural analysis according to this invention, and/or having the characteristics described in any or any combination of the accompanying method claims, achieves the aim of allowing the automatic behavioural analysis of driving events of vehicles along a road, in such a way as to obtain results which are more realistic, and, thus, more useful, compared with the currently known behavioural analysis methods.
An apparatus for behavioural analysis according to this invention, and/or having the characteristics described in any or any combination of the accompanying apparatus claims, is configured to automatically perform a behavioural analysis method according to this invention, and/or to automatically perform a behavioural analysis method having the characteristics described in any or any combination of the accompanying method claims.
The features of a behavioural analysis method and of an apparatus for behavioural analysis according to this invention will become clearer from the detailed description below, relating to respective possible example embodiments of the method and apparatus according to this invention. The following detailed description refers to the accompanying drawings, in which:

Figure 1 illustrates a flow diagram representing a monitoring step and an updating step, associated with any event for driving a vehicle along a road, and in the context of a possible embodiment of an analysis method according to the invention;
Figure 2 illustrates a flow diagram representing an operating sequence associated with any example instant of the monitoring step of Figure 1;
Figure 3 illustrates a diagram of a possible traffic situation in the instant of Figure 2.

A method according to this invention is for the automatic behavioural analysis of driving events of vehicles along a road. The road is schematically illustrated in Figure 3 by the line labelled P.
The term "vehicle" may mean, for example, an automobile, a motorcycle, a lorry, or another type of vehicle designed to circulate on roads. The road P can be a stretch of a road of any type.
The road P shown in Figure 3 goes from a first end e1 of the road to a second end of the road e2. The term "speed" of any vehicle along the road P means a speed locally tangent to the road P and which moves the vehicle away from the first end e1 and towards the second end e2.
An apparatus according to this invention is for the automatic behavioural analysis of driving events of vehicles along a road P.
In Figure 3, by way of example, v schematically denotes a first vehicle, v' schematically denotes a second vehicle and v" schematically denotes a third vehicle. In Figure 3, the first vehicle v, the second vehicle v' and the third vehicle v" are present on and/or along the road P.
A respective driving event of the vehicle along the road P may be considered for each of these vehicles. The driving event may, for example, be considered controlled and/or caused by a driver who is driving the vehicle. A driving event is considered as an event such that the vehicle moves along the road P at least from the first end e1 to the second end e2 of the road P.
For this reason, with reference to the example of Figure 3, it is possible to consider a first driving event corresponding to the driving of the first vehicle v along the road P, a second driving event corresponding to the driving of the second vehicle v' along the road P and a third driving event corresponding to the driving of the third vehicle v" along the road P. Figure 3 schematically illustrates by way of example an instant in which the first event, second event and third event are occurring simultaneously. The apparatus 1 comprises an acquisition system. The acquisition system comprises a remote processing unit. A possible remote processing unit E is schematically shown in Figure 3 by block E. The remote processing unit E may comprise at least one processor or microprocessor and/or one or more processors and/or microprocessors and/or at least one information storage unit and/or one or more information storage units.
The acquisition system comprises, for each of these vehicles, a respective sensor associated with the vehicle and capable of measuring the speed of the respective vehicle along the road P.
In Figure 3, by way of example, w1 schematically denotes a first sensor, w2 schematically denotes a second sensor and w3 schematically denotes a third sensor. The first sensor w1 is associated with the first vehicle v1, the second sensor w2 is associated with the second vehicle v2, and the third sensor W3 is associated with the third vehicle v".
The acquisition system comprises wireless communication means. The communication means are configured to perform the exchange of signals and/or data between each sensor associated with a vehicle and the remote processing unit E. Therefore, the communication system, with reference to the example of Figure 3, is configured to perform the exchange of signals and/or data between the first sensor w1 and the processing unit E, between the second sensor w2 and the processing unit
E and between the third sensor w3 and the processing unit E.
The method comprises, for each driving event, a respective monitoring step of the event. The analysis method analyses, by means of the respective monitoring step of the respective event, the driving behaviour of the vehicle which gives rise to the respective event. For this reason, the vehicle which gives rise to the respective event may be defined as the vehicle monitored during the respective monitoring step.
A monitoring step M is shown in Figure 1 by the block M.
The average speed of the vehicle monitored along the road P and over the complete duration of the respective event is automatically obtained by means of the respective monitoring step.
The average speed is shown in Figure 1 by the arrow VM.
The processing unit E automatically obtains the average speed by means of the respective monitoring step.
The apparatus is configured to automatically perform the respective monitoring step. The acquisition system is configured to automatically perform the respective monitoring step.
With reference to the example of Figure 3, the method comprises a first monitoring step, a second monitoring step and a third monitoring step. The first monitoring step is a monitoring step of the first event, and the vehicle monitored during the first monitoring step is the first vehicle v. This means that the analysis method analyses, by means of the first monitoring step, the driving behaviour of the first vehicle v along the road P. The second monitoring step is a monitoring step of the second event, and the vehicle monitored during the second monitoring step is the second vehicle v'. This means that the analysis method analyses, by means of the second monitoring step, the driving behaviour of the second vehicle v' along the road P. The third monitoring step is a monitoring step of the third event, and the vehicle monitored during the third monitoring step is the third vehicle v". This means that the analysis method analyses, by means of the third monitoring step, the driving behaviour of the third vehicle v' along the road P.
In Figure 1, the block M may represent any of the above-mentioned first monitoring step, second monitoring step and third monitoring step.
With reference to Figure 3, the average speed of the first vehicle v along the road P and over the complete duration of the first event is obtained automatically by means of the first monitoring step. With reference to Figure 3, the average speed of the second vehicle v' along the road P and over the complete duration of the second event is obtained automatically by means of the second monitoring step. With reference to Figure 3, the average speed of the third vehicle v" along the road P and over the complete duration of the third event is obtained automatically by means of the third monitoring step.
In Figure 1, if the block M represents the first monitoring step, the arrow VM represents the average speed of the first vehicle v over the complete duration of the first event. In Figure 1, if the block M represents the second monitoring step, the arrow VM represents the average speed of the second vehicle v' over the complete duration of the second event. In Figure 1, if the block M represents the third monitoring step, the arrow VM represents the average speed of the third vehicle v" over the complete duration of the third event.
With reference to Figure 3, the acquisition system is therefore configured to perform at least the first monitoring step, the second monitoring step and the third monitoring step.
The method comprises a respective updating step for each monitoring step. The respective updating step is associated with the respective monitoring step. The respective updating step can be considered associated with the same respective event to which is associated with the respective monitoring step.
The updating step associated with the monitoring step M is shown in Figure 1 by the block A.
The value of a logged variable is updated automatically by means of the average speed obtained during the respective monitoring step, during the respective updating step. The logged variable is the mean of all the average speeds obtained. For this reason, by means of the respective updating step, a respective updated value of the logged variable is obtained. The respective updated value of the logged variable is shown in Figure 1 by the arrow VSA.
The apparatus is configured to automatically perform the respective updating step. The processing unit E is configured and/or programmed for automatically performing the respective updating step.
With reference to Figure 3, the method comprises a first updating step, a second updating step and a third updating step. The first updating step is associated with the first monitoring step and the first event. The value of the logged variable is updated during the first updating step by calculating the mean between all the average speeds obtained previously and the average speed obtained of the first vehicle v. Therefore, during the first updating step the value of the logged variable is updated by means of the average speed of the first vehicle v'. The second updating step is associated with the second monitoring step. During the second updating step, which it is assumed occurs after the first updating step, the value of the logged variable is updated by calculating the mean between all the average speeds obtained, and therefore including the average speed obtained of the first vehicle and the average speed obtained of the second vehicle v'. Therefore, during the second updating step the value of the logged variable is updated by means of the average speed of the second vehicle v'. The third updating step of is associated with the third monitoring step. During the third updating step, which it is assumed occurs after the second updating step, the value of the logged variable is updated by calculating the mean between all the average speeds obtained, and therefore including the average speed obtained of the first vehicle v, the average speed obtained of the second vehicle v' and the average speed obtained of the third vehicle v". Therefore, during the third updating step the value of the logged variable is updated by means of the average speed of the third vehicle v".
In Figure 1, if the block M represents the first monitoring step, the block A represents the first updating step. In Figure 1, if the block M represents the second monitoring step, the block A represents the second updating step. In Figure 1, if the block M represents the third monitoring step, the block A represents the third updating step.
In Figure 1, if the block A represents the first updating step, the arrow VSA represents the value of the logged variable updated by the first updating step. In Figure 1, if the block A represents the second updating step, the arrow VSA represents the value of the logged variable updated by the second updating step. In Figure 1, if the block A represents the third updating step, the arrow VSA represents the value of the logged variable updated by the third updating step.
With reference to Figure 3, the processing unit E is therefore configured and/or programmed to perform at least the first monitoring step, the second monitoring step and the third monitoring step.
Each driving event of a vehicle along the road P comprises a respective plurality of instants distributed, in terms of time, one after the other, along the duration of the respective event.
With reference to Figure 3, and therefore with reference to the above-mentioned first event, second event and third event, it is therefore possible to consider a first plurality of instants, a second plurality of instants and a third plurality of instants. The instants of the first plurality are distributed, in terms of time, along the duration of the first event. The instants of the second plurality are distributed, in terms of time, along the duration of the second event. The instants of the third plurality are distributed, in terms of time, along the duration of the third event.
The instant shown by way of example in Figure 3 can be considered as belonging to the first plurality, but also, simultaneously, to the second plurality and to the third plurality, since the first event, the second event, and the third event, in the instant shown by way of example in Figure 3, are occurring simultaneously.
Each monitoring step M comprises, for each instant of the respective plurality of monitoring instants of the event monitored, a respective operating sequence associated with the respective instant.
Figure 2 shows a flow diagram of an example of operating sequence S. The operating sequence S can be considered associated for example with the example instant of Figure 3.
The operating sequence S can be considered as a part of the first monitoring step, in which case the event monitored is the first event and the vehicle monitored is the first vehicle v. This means that the operating sequence S, which is a part in that case of the first monitoring step, is aimed at instantaneously monitoring the first driving event, and therefore instantaneously monitoring the first vehicle v, in the example instant of Figure 3.
The operating sequence S can be considered as a part of the second monitoring step, in which case the event monitored is the second event and the vehicle monitored is the second vehicle v'. This means that the operating sequence S, which is a part in that case of the second monitoring step, is aimed at instantaneously monitoring the second driving event, and therefore instantaneously monitoring the second vehicle v, in the example instant of Figure 3.
The operating sequence S can be considered as a part of the third monitoring step, in which case the event monitored is the third event and the vehicle monitored is the third vehicle v". This means that the operating sequence S, which is a part in that case of the third monitoring step, is aimed at instantaneously monitoring the third driving event, and therefore instantaneously monitoring the third vehicle v", in the example instant of Figure 3.
The operating sequence S comprises an obtaining step. The obtaining step is shown in Figure 2 by the block O.
The instantaneous speeds of all the vehicles present instantaneously along the road P are automatically obtained during the obtaining step O. The apparatus and/or the acquisition system is configured to automatically perform the obtaining step O. The processing unit E obtains these instantaneous speeds, receiving signals and/or data sent by the speed sensors, during the obtaining step. The processing unit is configured and/or programmed for automatically performing the obtaining step.
If the operating sequence S is considered associated with the instant shown by way of example in Figure 3, the instantaneous speed of the first vehicle v is the velocity of the first vehicle in the instant shown by way of example in Figure 3, the instantaneous speed of the second vehicle v' is the speed of the second vehicle v' in the instant shown by of example in Figure 3, and the instantaneous speed of the third vehicle v" is the speed of the third vehicle v" in the instant shown by way of example in Figure 3. The instantaneous speed of the first vehicle v at the example instant can be considered as a first instantaneous speed obtained during the obtaining step O. The first instantaneous speed is indicated in Figure 2 by the arrow VI1. The instantaneous speed of the second vehicle v' at the example instant can be considered as a second instantaneous speed obtained during the obtaining step O. The second instantaneous speed is indicated in Figure 2 by the arrow VI2. The instantaneous speed of the third vehicle v" at the example instant can be considered as a third instantaneous speed obtained during the obtaining step O. The third instantaneous speed is indicated in Figure 2 by the arrow VI3.
The first instantaneous speed VI1, the second instantaneous speed VI2, and the third instantaneous speed VI3 are obtained during the obtaining step O.
The operating sequence comprises a calculating step. This calculating step is shown in Figure 2 by the block CL.
An instantaneous flow value is automatically calculated during the calculating step CL. The instantaneous flow value is the average of the instantaneous speeds obtained.
The apparatus is configured to automatically perform the calculation step CL. The processing unit E is configured and/or programmed for automatically performing the calculation step CL.
The instantaneous flow value is shown in Figure 2 by the arrow VFI.
If the operating sequence S is considered associated with the instant shown by way of example in Figure 3, the instantaneous flow value VFI is the average value between the first instantaneous speed VI1, the second instantaneous speed VI2 and the third instantaneous speed VI3.
The operating sequence S comprises a determining step. The determining step is shown in Figure 2 by the block DM.
An instantaneous threshold value is automatically calculated and/or determined during the determining step DM. The instantaneous threshold value is the average or the weighted average of the current value of the logged variable and the instantaneous flow value VFI.
The apparatus is configured to automatically perform the determining step DM. The processing unit E is configured and/or programmed for automatically performing the determining step DM.
The instantaneous threshold value is shown in Figure 2 by the arrow VSI. The current value of the logged variable could be considered in practice as the value of the logged variable obtained by the last updating step performed before the operating sequence S and/or the determining step DM.
The current value of the logged variable is therefore practically the value adopted by the logged variable in the instant in which the operational sequence S is associated. If the operational sequence S is associated with the instant shown by way of example in Figure 3, then the current value of the logged variable is the value resulting from the mean of the respective average speeds of all the previous driving events along the road P. These previous events are to be considered as those which occurred and concluded before the instant shown by way of example in Figure 3 (assuming for simplicity that each respective updating step occurs practically in the same instant the respective event concludes). This is because, in the instant shown by way of example in Figure 3, neither the first event, second event or third event has yet been completed, and, therefore, neither the first monitoring step, first updating step, second monitoring step, second updating step, third monitoring step or third updating step has yet been completed. In effect, the instant shown by way of example in Figure 3 is any instant belonging simultaneously with the first monitoring step, second monitoring step and third monitoring step, by means of which are monitored, the first event, second event and third event, respectively.
This does not mean that, as mentioned above, the block M and the block A of Figure 1 might not represent the first monitoring step and the first updating step, respectively, or the second monitoring step and the second updating step, respectively, or the third monitoring step and the third updating step, respectively.
The current value of the logged variable is shown in Figure 2 by the arrow VAS.
The current value of the logged variable VAS of Figure 2 coincides with the value of the updated logged variable VSA of Figure 1, if the updating step A of Figure 1 is the last which has been completed before the operating sequence S of Figure 2 (assuming for simplicity of being able to neglect the temporal difference between the start of the operating sequence S and the moment in which the determining step DM belonging to the same operating sequence S occurs). In that case, therefore, if the operating sequence S of Figure 2 is associated with the instant shown by way of example in Figure 3, and, as just mentioned, the monitoring step of Figure 1 is a monitoring step completed before the operating sequence S, the operating sequence S of Figure 2 cannot be considered part of the monitoring step M of Figure 1.
It should be noted, however, that any monitoring step comprises, for each instant of the respective plurality of monitoring instants, a respective operating sequence, of which an example may be that labelled S in Figure 2.
If the instantaneous threshold value VSI is determined as the weighted average of the current value of the logged variable and of the instantaneous flow value VFI, the determining step DM is performed by means of a first weight coefficient associated with the current value VAS of the logged variable and a second weight coefficient associated with the instantaneous flow value VFI.
The first weight coefficient is labelled K1 in Figure 2.
The second weight coefficient is labelled K2 in Figure 2.
The operating sequence could comprise a setting up step. During this setting up step, a value of the second weight coefficient K2 is automatically calculated, in such a way that the determining step DM is performed by means of the calculated value of the second weight coefficient K2.
The processing unit E is configured and/or programmed for automatically performing the setting up step.
In this case, the number of vehicles instantaneously present along the road P is also obtained automatically during the obtaining step O. In this case, the processing unit E also automatically obtains the number of vehicles instantaneously present along the road P during the obtaining step O.
The setting up step is performed on the basis of at least the number of vehicles present instantaneously along the road P.
The setting up step is performed by means of a function which correlates the second weight coefficient K2 with the number of vehicles instantaneously present along the road P.
This function could define an increasing trend of the second weight coefficient K2 with the increase in number of vehicles instantaneously present along the road P.
The setting up step could be performed in such a way that the value of the second weight coefficient K2 is calculated on the basis also of at least the instantaneous meteorological condition on the road P.
The acquisition system might also comprise at least one meteorological sensor capable of monitoring the meteorological condition on the road P. In this case, during the obtaining step O, the processing unit E also obtains the instantaneous meteorological condition on the road P, receiving at least one signal and/or at least one data sent by the at least one meteorological sensor.
It should be noted that the second weight coefficient K2 might be alternatively pre-set manually by an operator.
The first weight coefficient K1 could also be preset manually by the operator, or variable automatically by the processing unit E.
The operating sequence comprises a comparison step. The comparison step is shown in Figure 2 by the block CF.
The instantaneous speed of the vehicle monitored and the instantaneous threshold value VSI are automatically compared with each other during the comparison step CF, in such a way as to detect any anomaly in the driving behaviour of the vehicle monitored.
For this reason, if the operating sequence S is considered as an operating sequence belonging to the first monitoring step, in this case the vehicle monitored is the first vehicle v, and during the comparison step CF the instantaneous speed of the first vehicle v is compared with the threshold value VSI, the threshold value VSI being calculated, by means of the instantaneous flow value VFI, also taking into account the speeds in the same instant, respectively, of the second vehicle v' and of the third vehicle v".
For this reason, if the operating sequence S is considered as an operating sequence belonging to the second monitoring step, in this case the vehicle monitored is the second vehicle v', and during the comparison step CF the instantaneous speed of the second vehicle v' is compared with the threshold value VSI, the threshold value VSI being calculated, by means of the instantaneous flow value VFI, also taking into account the speeds in the same instant, respectively, of the first vehicle v and of the third vehicle v".
For this reason, if the operating sequence S is considered as an operating sequence belonging to the third monitoring step, in this case the vehicle monitored is the third vehicle v", and during the comparison step CF the instantaneous speed of the third vehicle v" is compared with the threshold value VSI, the threshold value VSI being calculated, by means of the instantaneous flow value VFI, also taking into account the speeds in the same instant, respectively, of the first vehicle v and of the second vehicle v'.
The apparatus is configured to automatically perform the comparison step CF. The processing unit E is configured and/or programmed for automatically performing the comparison step CF.
Since the instantaneous threshold value VSI is calculated as a function of the instantaneous flow VFI, any anomaly in the driving behaviour of the vehicle monitored is detected taking into account both the passed driving behaviour along the road P, represented by the current value of the logged variable VAS, and the instantaneous condition of the traffic along the road P, represented by the instantaneous flow value VFI.
This increases the accuracy in the driving behaviour analysis, since, in order to detect any anomaly, it automatically takes into account also the above-mentioned passed driving behaviours along the road P, as well as of the above-mentioned instantaneous traffic condition along the road P.
In that way, a behavioural analysis method according to this invention allows the dynamics of the vehicle monitored to be automatically contextualised to the current road traffic situation along the road P, by using real time information on the other vehicles which are instantaneously travelling along the same road P. This real time information is summarised in the instantaneous flow value VFI.
In that way, a behavioural analysis method according to this invention allows the dynamics of the vehicle monitored to be automatically contextualised to the passed driving habits along the road P, by using the logged information of vehicles which have travelled along the same road P. The logged information is summarised in the current value VAS of the logged variable.
Moreover, in the driving behaviour analysis, the weight of the instantaneous condition of the traffic along the road P is established from the second weight coefficient K2, which is a factor variable as a function of the number of vehicles instantaneously present along the road P. This further increases the accuracy in the behavioural analysis of the driving behaviour along the road P.
The instantaneous threshold value VSI could be the average or the weighted average between the current value VAS of the logged variable, the instantaneous flow value VFI, and also a predetermined limit value. This predetermined limit value could be a speed limit set by the law.
The predetermined limit value is shown in Figure 2 by the arrow VLP.
The determining step DM in this case is performed by means of a third weight coefficient associated with the predetermined limit value VLP.
The third weight coefficient is labelled K3 in Figure 2.
In this case, a respective value of a third weight coefficient K3 is automatically calculated during the setting up step, in such a way that the determining step DM is performed by means of the calculated value of the third weight coefficient K3.
The setting up step could be performed in such a way that the value of the third weight coefficient K3 is calculated on the basis of at least the instantaneous meteorological condition on the road P.
It should be noted that the third weight coefficient K3 might also be alternatively pre-set manually by an operator.
The comparison step CF could be performed in such a way that the anomaly is detected if, for example, the absolute value of the difference between the instantaneous speed of the vehicle monitored and the instantaneous threshold value VSI is greater than a predetermined upper limit for this difference. In fact, an absolute value of that difference which is too high could indicate, if the instantaneous speed of the vehicle monitored is greater than the instantaneous threshold value VSI, a certain level of danger of the driving behaviour of the vehicle monitored. If, on the other hand, the instantaneous speed of the vehicle monitored is less than the instantaneous threshold value VSI, an absolute value of that difference which is to high could indicate be possible problems to the vehicle monitored.
For example, if the vehicle monitored is the first vehicle v, if the absolute value of the difference between the first instantaneous speed value of VI1 and the instantaneous threshold value VSI is greater than the predetermined upper limit for that difference, and the first instantaneous speed value VI1 is greater than the instantaneous threshold value VSI, this could indicate a certain level of danger in the driving behaviour of the first vehicle v. The same applies to the second vehicle v' or the third vehicle v", by conceptually replacing the first instantaneous speed VI1 with the second instantaneous speed VI2 or the third instantaneous speed VI3 respectively.
For example, if the vehicle monitored is the first vehicle v, if the absolute value of the difference between the first instantaneous speed value of VI1 and the instantaneous threshold value VSI is greater than the predetermined upper limit for that difference, and the first instantaneous speed value VI1 is less than the instantaneous threshold value VSI, this could indicate problems in the first vehicle v. The same applies to the second vehicle v' or the third vehicle v", by conceptually replacing the first instantaneous speed VI1 with the second instantaneous speed VI2 or the third instantaneous speed VI3 respectively.
Alternatively, the comparison step CF could be performed in such a way that the anomaly is detected if, for example, the ratio between the instantaneous speed of the vehicle monitored and the instantaneous threshold value VSI is greater than a predetermined upper limit or is less than a predetermined lower limit for this ratio. As mentioned above, the fact that this ratio is greater than the predetermined upper limit could indicate a certain level of danger in the driving behaviour of the vehicle monitored, whilst the fact that this ratio is less than the predetermined lower limit could indicate possible problems to the vehicle monitored.
An analysis method in accordance with the invention makes it possible to add additional "dynamic" information to the static information, such as can be considered the predetermined limit value VLP. This dynamic information is the above-mentioned information relative to the trend of the traffic in real time, summarised by the instantaneous flow value VFI, and the above-mentioned logged information relative to the passed driving behaviours, summarised by the current value VAS of the logged variable.

Claims

A method for behavioural analysis of driving events ofvehicles (v, v', v") along a road (P), comprising, for each of the events:
a respective step of monitoring the event, by which is automatically obtained the average speed (VM) of the vehicle monitored (v, v', v") along the road (P) and over the complete duration of the respective event;

wherein, for each monitoring step, the method comprises a respective updating step (A) associated with the respective monitoring step (M),

during which is automatically updated, by means of the average speed (VM) obtained during the respective monitoring step (M), the value of a logged variable, the logged variable being the mean of all the average speeds obtained;

wherein each monitoring step comprises, for each of a plurality of monitoring instants distributed, in terms of time, along the duration of the event monitored, a respective operating sequence (S) associated with the respective instant, the respective operating sequence comprising:
- a respective obtaining step (O), during which are automatically obtained the instantaneous speeds (VI1, VI2, VI3) along the road (P) of all the vehicles (v, v', v") present instantaneously along the road;

- a respective calculating step (CL), during which is automatically calculated an instantaneous flow value (VFI), the instantaneous flow value (VFI) being the average of the instantaneous speeds obtained (VI1, VI2, VI3);

- a respective determining step (DM), during which is automatically calculated an instantaneous threshold value (VSI), the instantaneous threshold value (VSI) being the weighted average between the current value (VAS) of the logged variable and the instantaneous flow value (VFI);

- a respective comparison step (CF), during which are automatically compared with each other the instantaneous speed (VI1; VI2; VI3) of the vehicle monitored (v, v', v") and the instantaneous threshold value (VSI), in such a way as to automatically detect any anomaly in the driving behaviour of the vehicle monitored (v, v', v").
The method for behavioural analysis according to claim 1, wherein the instantaneous threshold value (VSI) is the weighted average between the current value (VAS) of the logged variable, the instantaneous flow value (VFI), and a predetermined limit value (VLP).
The method for behavioural analysis according to claim 1 or 2, wherein:
- the determining step (DM) is performed by means of a first weight coefficient (K1) associated with the current value (VAS) of the logged variable and a second weight coefficient (K2) associated with the instantaneous flow value (VFI);

- the operating sequence (S) comprises a respective setting up step, during which is automatically calculated a value of the second weight coefficient (K2), in such a way that the determining step (DM) is performed by means of the calculated value of the second weight coefficient (K2).
The method for behavioural analysis according to claims 2 and 3, wherein:
- the determining step (DM) is performed by means of a third weight coefficient (K3) associated with the predetermined limit value (VLP);

- the value of the third weight coefficient (K3) is automatically calculated during the automatic setting up step, in such a way that the determining step (DM) is performed by means of the calculated value of the third weight coefficient (K3).
The method for behavioural analysis according to claim 3 or 4, wherein:
- during the obtaining step (O), the number of vehicles instantaneously present along the road (P) is obtained;

- the setting up step is performed by means of a function which correlates the second weight coefficient (K2) with the number of vehicles present instantaneously along the road (P).
The method for behavioural analysis according to claim 5, wherein the function defines the increasing trend of the second weight coefficient (K2) with the increase in the number of vehicles.
The method for behavioural analysis according to claim 5 or 6, wherein, during the obtaining step (O), the instantaneous meteorological condition on the road (P) is also automatically obtained;
wherein the setting up step is performed in such a way that the value of the second weight coefficient (K2) is calculated on the basis also of at least the instantaneous meteorological condition.
The method for behavioural analysis according to claims 4 and 7, wherein the setting-up step is performed in such a way that the value of the third weight coefficient (K3) is calculated on the basis also at least of the instantaneous meteorological condition on the road P.
The apparatus (1) for behavioural analysis of driving events of vehicles (v, v', v") along a road (P), comprising an acquisition system, the acquisition system comprising:
- a remote processing unit (E);

- for each of the vehicles, a respective sensor (w1; w2; w3) capable of measuring the speed of the respective vehicle (v, v', v") along the road (P);

- a wireless communication system for the exchange of signals and/or data between each of the sensors and the processing unit (E);
wherein the acquisition system is configured to perform, for each of the events, a respective monitoring step (M) of the event, through which the processing unit (E) automatically obtains the average speed (VM) of the vehicle monitored (v, v', v") along the road (P) and over the complete duration of the respective event;
wherein the processing unit (E) is configured to perform, for each monitoring step, a respective updating step (A) associated with the respective monitoring step (M), during which is automatically updated, by means of the average speed (VM) obtained during the respective monitoring step (M), the value of a logged variable, the logged variable being the mean of all the average speeds obtained;
wherein, for each monitoring step (M), the acquisition system is configured to perform, for each of a plurality of monitoring instants distributed, in terms of time, along the duration of the event monitored, a respective operating sequence (S) associated with the respective instant, the respective operating sequence comprising:
- a respective obtaining step (O), during which the processing unit (E) automatically obtains the instantaneous speeds (VI1, VI2, VI3) along the road (P) of all the vehicles (v, v', v") present instantaneously along the road (P);

- a respective calculating step (CL), during which the processing unit (E) automatically calculates an instantaneous flow value (VFI), the instantaneous flow value (VFI) being the average of the instantaneous speeds obtained (VI1, VI2, VI3);

- a respective determining step (DM), during which the processing unit (E) automatically calculates an instantaneous threshold value (VSI), the instantaneous threshold value (VSI) being the weighted average between the current value (VAS) of the logged variable and the instantaneous flow value (VFI);

- a respective comparison step (CF), during which the processing unit (E) automatically compares with each other the instantaneous speed (VI1; VI2; VI3) of the vehicle monitored (v, v', v") and the instantaneous threshold value (VSI), in such a way as to automatically detect any anomaly in the driving behaviour of the vehicle monitored (v, v', v").
The apparatus (1) for behavioural analysis according to claim 9, wherein the instantaneous threshold value (VSI) is the weighted average between the current value of the logged variable (VAS), the instantaneous flow value (VFI), and a predetermined limit value (VLP).
The apparatus (1) for behavioural analysis according to claim 9 or 10, wherein:
- the processing unit (E) is configured to perform the determining step (DM) by means of a first weight coefficient (K1) associated with the current value (VAS) of the logged variable and a second weight coefficient (K2) associated with the instantaneous flow value (VFI);

- the operating sequence (S) comprises a respective setting up step, during which the processing unit (E) automatically calculates a value of the second weight coefficient (K2), in such a way that the determining step (DM) is performed by means of the calculated value of the second weight coefficient (K2).
The method for behavioural analysis according to claims 10 and 11, wherein:
- the processing unit (E) is configured to perform the determining step (DM) by means of a third weight coefficient (K3) associated with the predetermined limit value (VLP);

- the processing unit (E) automatically calculates the value of the third weight coefficient (K3) during the setting up step, in such a way that the determining step (DM) is performed by means of the calculated value of the third weight coefficient (K3).
An apparatus (1) for behavioural analysis according to claim 11 or 12, wherein:
- during the obtaining step (O), the processing unit (E) also obtains the number of vehicles instantaneously present along the road (P);

- during the setting up step, the processing unit (E) automatically calculates the value of the second weight coefficient (K2), by means of a function which correlates the second weight coefficient (K2) with the number of vehicles present instantaneously along the road (P).
The apparatus for behavioural analysis according to claim 13, wherein the function defines an increasing trend of the second weight coefficient (K2) with the increase of the number of vehicles.
The apparatus for behavioural analysis according to claim 13 or 14, wherein the acquisition system comprises at least one meteorological sensor for detecting the meteorological condition on the road (P);
wherein, during the obtaining step (O), the processing unit (E) automatically obtains the instantaneous meteorological condition on the road (P);
wherein, during the setting up step, the processing unit (E) automatically calculates the value of the second weight coefficient (K2) on the basis also at least of the instantaneous meteorological condition on the road P.
The apparatus for behavioural analysis according to claim 12 or 15, wherein, during the setting up step, the processing unit (E) automatically calculates the value of the third weight coefficient (K3) on the basis also at least of the instantaneous meteorological condition on the road P.