JP5230005B2 - Safe driving evaluation system - Google Patents

Description

  The present invention relates to an evaluation system that determines whether or not a safe driving is being executed in response to a situation of a road on which an evaluation target vehicle is traveling.

Various methods for evaluating driving operations of commercial vehicles have been disclosed.
For example, it is determined whether or not the vehicle to be evaluated is driving at a speed exceeding a threshold value, and the driving evaluation is performed.
Since the threshold speed is a preset constant, even if the vehicle is traveling in accordance with the speed of another vehicle, that is, in a so-called “flowing state”, a preset constant is set. If the threshold value (for example, 40 km / h) is exceeded, even if traveling within the legal speed, it is determined as dangerous driving.
In other words, in the related art, there are cases where the criteria for safe driving evaluation do not match the actual driving situation and are inappropriate.

As another conventional technique, a system has been proposed in which vehicle operation data is collected by a plurality of companies and relative evaluation is performed between different drivers based on the collected data (see Patent Document 1).
Although this prior art (patent document 1) is suitable for a plurality of companies collaborating to construct a database, it is not intended for driving evaluation in individual vehicles. Therefore, the problems as described above cannot be solved.
Japanese Patent No. 3499819

  The present invention has been proposed in view of the above-described problems of the prior art, and enables the safe driving evaluation according to the surrounding situation in the vehicle to be evaluated, thereby improving the accuracy of the safe driving evaluation. The purpose of this is to provide a driving evaluation system.

  According to the safe driving evaluation system of the present invention, the speed measurement device (2) that measures the speed, the position information acquisition device (3) that acquires the position information of the vehicle to be evaluated, the time measuring device (4), and the evaluation target An accelerometer-side device (5) that measures the acceleration of the vehicle (10) and a control device (7) are provided, and the control device (7) receives information from a system (30) that transmits road information. From the function, the function of receiving information from the other vehicle (40), the information from the other vehicle (40), the information from the position information acquisition device (3), and the time measured by the timing device (4) A function for determining an average speed of a section in which the evaluation target vehicle is traveling, a function for determining a speed allowable range of the evaluation target vehicle (10) from the average speed, and an average speed and a speed allowable of the evaluation target vehicle (10) The function for comparing the range and the vehicle to be evaluated (10 A function for determining whether or not the section in which the vehicle to be evaluated (10) traveled is in a traffic jam when the average speed of the vehicle is out of the allowable speed range, and a change in acceleration of the vehicle to be evaluated (10); A function for determining whether or not the driving is appropriate by comparing the determined change in acceleration with a predetermined value, and determining whether or not the vehicle to be evaluated (10) is at the start, and determining the change in acceleration Even if it exceeds the predetermined value, it has a function of not judging that it is inappropriate driving when starting.

  According to the present invention, the evaluation object vehicle (10) is equipped with a steering angle measuring device (6) for measuring the steering angle of the steering device, and the control device (7) is configured to steer each control cycle. It is preferable to have a function of determining a change in the angle and comparing the change in the rudder angle with a threshold value for the change in the rudder angle to determine whether or not the driving is appropriate.

  And in this invention, the said control apparatus (7) is the speed limit (statutory speed) of the area where the evaluation object vehicle (10) which acquired from the positional information acquisition apparatus (3) traveled, and driving | running | working of evaluation object vehicle (10). It is preferable that the vehicle has a function of comparing the speed and determining whether or not the evaluation target vehicle (10) has traveled at the speed limit.

In this invention, the 1st control apparatus (vehicle equipment 1) mounted in the evaluation object vehicle (10) and the 2nd control apparatus (analyzing data are provided outside the evaluation object vehicle (10)). Server 7) and various information in the evaluation target vehicle (10) stored in the first control device (1) is transmitted to the second control device (7) by communication or a storage medium (T1). It is preferable that it is comprised so that it may be transmitted to.
Here, a function for receiving information from a system (VICS30) for transmitting road information, a function for receiving information from another vehicle (40), information from another vehicle (40), and a position information acquisition device ( A function for determining the average speed of the section in which the vehicle to be evaluated (vehicle 10 equipped with the control device) is traveling from the information from 3) and the time measured by the timing device (4), and evaluation from the average speed The function of determining the allowable speed range of the target vehicle (10), the function of comparing the average speed of the evaluation target vehicle (10) and the allowable speed range, and the average speed of the evaluation target vehicle (10) are out of the allowable speed range. It is preferable that the second control device (7) has a function of determining whether or not the section in which the evaluation target vehicle (10) has traveled is congested.
However, you may comprise so that each function mentioned above may have a 1st control apparatus (1).
Further, only one of the first control device (1) and the second control device (7) may be provided.

According to the present invention having the above-described configuration, in the control device (7), the threshold value or tolerance is set on a case-by-case basis based on various measurement results and information on the road on which the vehicle to be evaluated (10) travels. It is possible to determine whether or not the evaluation target vehicle (10) is performing safe driving by setting a range.
Therefore, it is possible to determine whether or not the safe driving is performed in accordance with the actual driving situation, as compared with the case where the determination is based on the fixed threshold value.

In the present invention, the average speed of the section in which the evaluation target vehicle (vehicle 10 equipped with the control device) is traveling is determined, and the traveling speed of the evaluation target vehicle (10) is determined using the speed allowable range obtained from the average speed. If it is configured so as to determine whether or not the vehicle is at a safe speed (Claim 2), driving with a small speed difference relative to the traveling speed of the other vehicle (40), so-called "driving on the flow" ”Can be used as a criterion for safe driving evaluation.
Here, when there is a traffic jam, the vehicle must travel at a speed (low speed) far from the average speed. If it is configured so as to determine whether or not (claim 2), it is possible to prevent the safety evaluation from being unduly lowered when involved in a traffic jam.

Furthermore, in the present invention, if the change in the acceleration of the vehicle to be evaluated (10) is a target for safe driving evaluation (Claim 3), even if the average speed of the speed to be evaluated is the same as that of other vehicles, When sudden deceleration is repeated, it can be determined that the vehicle is operating improperly or unsafely, and the driver who has performed the operation can be alerted.
At that time, by excluding the start time (Claim 4), it is possible to realize a safe driving evaluation in accordance with the actual situation.

  Even if there is no problem in speed and acceleration, if the steering amount (steering angle) of the steering device (steering) changes frequently and frequently as in the so-called “zigzag driving”, safe driving is performed. Is unthinkable. In the present invention, if the change of the steering angle is also an object of evaluation (Claim 5), it is evaluated that the “zigzag driving” is not safe, and the driver can be requested to improve.

  In the present invention, if compliance with the speed limit is also used as a criterion for safe driving evaluation (claim 6), it is possible to prevent a driver who does not comply with the legal speed from being evaluated as safe driving. It becomes possible to make a habit.

  Note that the present invention can be applied not only to evaluation of safe driving but also to determination of whether or not fuel-saving driving is performed.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
First, a first embodiment will be described with reference to FIGS.

In FIG. 1, the safety driving evaluation system is generally indicated by reference numeral 101, and a vehicle 10 to be evaluated and an operation management center 20 are illustrated.
The vehicle 10 includes an in-vehicle device 1, a vehicle speed sensor 2, a GPS signal receiver 3, and a timer 4. The vehicle speed sensor 2, the GPS signal receiver 3, and the timer 4 are each connected to the in-vehicle device 1 by an input signal line Si.

The operation management center 20 includes a control device (hereinafter referred to as a server) 7 for analyzing data and an output device 8.
The server 7 receives data related to vehicle speed, position data from GPS, and the like from the in-vehicle device 1 of the vehicle 10 via the storage medium or the communication line T1.
The server 7 acquires road information from the system 30 described as “VICS”, for example, via the communication line T2. Here, the system “VICS” is a “Vehicle Information Communicatoon System” that provides / transmits road information.
Furthermore, the server 7 has a function of acquiring speed data from the in-vehicle device 40 of another vehicle that has traveled on the same route as the vehicle to be evaluated via the communication rotation T3.

The server 7 is connected to an output device (for example, a monitor screen or a printer) 8 through a control signal line So.
The server 7 determines the average speed in the travel section of the evaluation target vehicle 10 from the information from the in-vehicle device 40 of the other vehicle, the position data from the GPS signal receiver 3, and the time measured by the timer 4. It has a function.
The server 7 has a function of determining an allowable range in the average speed of the evaluation target vehicle 10 from the average speed, and a function of comparing the allowable range and the average speed of the evaluation target vehicle 10.
Further, the server 7 has a function of determining whether or not the travel section of the evaluation target vehicle 10 was congested when, for example, the average speed of the evaluation target vehicle 10 is below the allowable range of the average speed. .

Based on the flowchart of FIG. 2, the control of the safe driving evaluation of the first embodiment will be described with reference also to FIG.
In step S <b> 1 of FIG. 2, the server 7 calculates the average vehicle speed in the travel section of the evaluation target vehicle 10 based on information from the in-vehicle device 40 of a vehicle other than the evaluation target vehicle 10.
In step S2, an allowable range of the average vehicle speed is determined based on the average vehicle speed calculated in step S1. Then, the outside of the allowable range is determined as the “deduction range”.

In step S3, the average vehicle speed in the travel section of the evaluation target vehicle 10 is acquired (or calculated) based on information from the vehicle speed sensor 2 of the evaluation target vehicle 10.
Then, in step S4, it is determined whether or not the average vehicle speed of the vehicle 10 to be evaluated acquired in step S3 is a speed outside the allowable range determined in step S2 (in other words, whether or not the speed is in the deduction range). To do.
If the average vehicle speed of the vehicle 10 to be evaluated is within the deduction point range (YES in step S4), the process proceeds to step S5. On the other hand, if the average vehicle speed of the vehicle 10 to be evaluated is not within the deduction point range (NO in step S4), the process proceeds to step S8.

Here, even if the average vehicle speed in the travel section of the evaluation target vehicle 10 is the speed in the deduction range, for example, when the travel section is congested, the vehicle travels in the deduction range that is below the allowable range. Is not a dangerous driving.
Therefore, even if the average vehicle speed of the evaluation target vehicle 10 is within the deduction range (step S4 is YES), in step S5, whether the average vehicle speed of the evaluation target vehicle 10 exceeds the allowable range, or the allowable range Judge whether it is too late.
When the average vehicle speed of the vehicle 10 to be evaluated exceeds the allowable range (step S5 is “excess side”), it is determined that the vehicle is in a dangerous driving state in which the speed is excessively increased, and the process proceeds to step S7. .
On the other hand, when the average vehicle speed of the evaluation target vehicle 10 is slower than the allowable range (step S5 is “too late”), for example, there may be a traffic jam, so the process proceeds to step S6.

In step S6, it is determined based on information from the VICS 30 whether or not the travel section of the evaluation target vehicle 10 is congested.
When the travel section of the evaluation target vehicle 10 is congested (NO in step S6), even if the average vehicle speed of the evaluation target vehicle 10 is slower than the allowable range, it is due to special circumstances such as traffic congestion and is unavoidable. The process proceeds to step S8 without determining that the vehicle is in a dangerous driving.
On the other hand, if the average vehicle speed of the evaluation target vehicle 10 is slower than the allowable range even though the travel section of the evaluation target vehicle 10 is not congested (YES in step S6), the speed is adjusted to the speed of the other vehicle. Since the vehicle is traveling at a low speed (without riding on the so-called “flow”), it is determined that the vehicle is also driving dangerously, and the process proceeds to step S7.

In step S7, it is determined that the driving of the evaluation target vehicle 10 is a target of deduction. For example, in a database (not shown), “the driving of the evaluation target vehicle 10 is a target of deduction. "I became". Then, the process returns to step S1.
In step S8, the evaluation target vehicle 10 is not subject to deduction, and the process directly returns to step S1.

Although not clearly illustrated, the above-described safe driving evaluation performed by the server 7 can be performed by the in-vehicle device 1.
Further, only one of the in-vehicle device 1 and the server 7 may be provided to perform the above-described safe driving evaluation.

FIG. 3 is an example of a graph in which the average speed (white blocks) of traffic in each time zone of morning, noon, evening, and night is plotted on one day (24 hours).
In the safe driving evaluation according to the first embodiment, as shown in the legend on the right side of FIG. 3, when it corresponds to the block B1 in the vehicle speed range above the white block indicating the average speed, a 2-point deduction (−2 Point). And when it corresponds to the block B2 of the vehicle speed range below the white block, it is made 1 point deduction (-1 point).
The greater the degree of exceeding the average vehicle speed when driving at high speed, the higher the risk, and the greater the damage in the event of an accident. Therefore, a large deduction is imposed when the average vehicle speed is exceeded by more than a predetermined speed (block B1), compared to when the average vehicle speed is below (block B2).

  According to 1st Embodiment of FIGS. 1-3, the average speed of the area where the evaluation object vehicle 10 is drive | working is determined, and the running speed of the evaluation object vehicle 10 is used using the speed allowable range calculated | required from the said average speed. It is determined whether or not the vehicle is at a safe speed. Therefore, it is determined whether or not an operation with a small speed difference relative to the traveling speed of the other vehicle 40, that is, a so-called “driving operation” is performed. It can be used as a criterion for safe driving evaluation.

  Here, when there is a traffic jam, you must drive at a fairly slow speed even when riding in the flow. On the other hand, in the first embodiment, even if the average speed of the vehicle 10 to be evaluated is below the allowable speed range, the point is not deducted if there is a traffic jam. The evaluation of safe driving will not be unduly lowered.

Next, a second embodiment will be described with reference to FIGS.
In FIG. 4, the safe driving evaluation system denoted as a whole by reference numeral 102 is a G sensor 5 for measuring acceleration and deceleration during travel of the evaluation target vehicle 10 in addition to the system 101 of the first embodiment of FIG. 1. And a steering angle sensor 6 for measuring the steering angle amount is additionally provided.

The control of the safe driving evaluation of the second embodiment will be described mainly based on FIG. 5 and also referring to FIG.
In step S11 of FIG. 5, the acceleration of the vehicle 10 is measured by the G sensor 5 for a predetermined time or a predetermined travel section, and the average value is calculated. In step S12, it is determined whether or not the measured acceleration (absolute value thereof) is equal to or less than a threshold value.

Although not explicitly shown in FIG. 5, in steps S11 and S12, not only the acceleration (positive acceleration) but also the deceleration (negative acceleration) is obtained and compared with a threshold value.
That is, in step S11, the acceleration (positive acceleration) and the deceleration (negative acceleration) of the evaluation target vehicle 10 are separately measured for a predetermined time or a predetermined travel section, and the acceleration of the evaluation target vehicle 10 is measured. The average value in (positive acceleration) and the average value in deceleration (negative acceleration) are determined separately.
In step S12, the average value in acceleration (positive acceleration) of the vehicle 10 to be evaluated is compared with the threshold value, and separately, the average value in deceleration (negative acceleration) is compared with the threshold value. ing.

If each of the absolute values of the average values of acceleration and / or deceleration is less than or equal to the threshold value (step S12 is YES), it is determined that the operation is safe without sudden acceleration or deceleration (few). Then, the process proceeds to step S13.
On the other hand, when the average value in each of acceleration and / or deceleration exceeds a threshold value (NO in step S12), it is determined that the driving is dangerous and repeated sudden acceleration and rapid deceleration. Proceed to step S17.

Even if it is a safe driving that does not suddenly accelerate or decelerate (few) (YES in step S12), it can be said that it is a safe driving if it repeats so-called “steep steering” or sudden lane changes. Absent. Therefore, in steps S13 to S15, it is determined whether or not a sudden steering operation is frequently performed.
In step S13, the steering angle of the vehicle 10 is detected by the steering angle sensor 6. In step S14, the difference between the rudder angle of the control cycle at that time and the rudder angle in the previous control cycle is calculated, and an average value of the rudder angle difference over a predetermined time or predetermined section, that is, the amount of change in the steering angle (or The average value) is calculated.

In step S15, it is determined whether or not the change amount of the steering angle calculated in step S14 is equal to or less than a threshold value.
If the change amount of the steering angle is equal to or less than the threshold value (YES in step S15), it is determined that the steering operation is not performed frequently and that the driving is safe, and the process proceeds to step S16.

If the change amount of the steering angle exceeds the threshold value (NO in step S15), it is determined that a sudden steering operation is frequently performed and that the driving is dangerous, and the process proceeds to step S18.
In step S16, since dangerous driving is not performed within a predetermined time or within a predetermined section, the deduction process is not performed and the process directly returns to step S11.

In step S17 (NO loop of step S12), when the average value of acceleration exceeds the threshold value, it is determined whether or not the vehicle has started. If it is at the time of starting (YES in step S17), it is determined that the average value of acceleration exceeds the threshold value, and the process proceeds to step S13 without determining that the driving is dangerous.
On the other hand, if it is not at the time of starting (NO in step S17), it is determined that the vehicle is in danger driving, and the process proceeds to step S18.

In step S18, sudden acceleration / deceleration is repeated even when the vehicle is not starting, or sudden steering operation is frequently performed. Therefore, it is determined that dangerous driving has been performed, and a deduction is imposed.
Then, after storing the contents of the deduction points (for example, deduction points and the time when the deductions occur) in a database (not shown) in the server 7, the process returns to step S11.
The stored deduction content is output to the output device 8 of the operation management center 20 as needed.

According to the second embodiment of FIGS. 4 and 5, the change in acceleration of the evaluation target vehicle 10 is a parameter of the safe driving evaluation standard, and is inappropriate in the case where rapid acceleration and rapid deceleration are repeated. Therefore, it is possible to call attention to the driver who has performed the driving by judging that the driving is unsafe or unsafe.
However, even when sudden acceleration is being performed, the vehicle is configured to be excluded at the time of starting, so that safe driving evaluation can be realized in accordance with the actual situation.

  In addition, when the steering amount (steering angle) of the steering device (steering) is large and frequently changes, that is, when “zigzag driving” is repeated, a driver who frequently performs sudden steering operation is also subject to deduction. Can be improved.

FIG. 6 shows a third embodiment of the present invention.
In the third embodiment, the speed limit defined by laws and regulations in the travel section of the vehicle 10 to be evaluated is used as a safety evaluation standard.
With reference to the flowchart of FIG. 6, the safe driving evaluation in the third embodiment will be described. The system configuration of the third embodiment is the same as the system configuration of the first embodiment of FIG.

  In step S <b> 21 of FIG. 6, for example, the current position information of the evaluation target vehicle 10 is acquired using the GPS signal receiver 3. In step S22, speed limit information (speed limit determined by law) in the travel section of the vehicle 10 to be evaluated is acquired using a database or GPS (not shown) and the current position information acquired in step S21.

It progresses to step S23 and it is judged whether the evaluation object vehicle 10 exceeded the speed limit defined by the law.
If the evaluation target vehicle 10 exceeds the speed limit (step S23 is YES), after deduction processing is performed in step S24, the process returns to step S21.
On the other hand, if the evaluation target vehicle 10 does not exceed the speed limit (step S23 is NO), the process proceeds to step S25, and the process directly returns to step S21 without performing the deduction process.

  According to the third embodiment of FIG. 6, the compliance with the speed limit is also used as a safe driving evaluation standard, so it becomes possible to make it a habit to comply with the legal speed for drivers who do not follow the legal speed.

  The illustrated embodiment is merely an example, and is not intended to limit the technical scope of the present invention.

The block diagram of 1st Embodiment of this invention. The control flowchart of safe driving evaluation of a 1st embodiment. The figure which shows the change of the average vehicle speed of the predetermined area in the specific time slot | zone of a day. The block diagram of 2nd Embodiment of this invention. The control flowchart of safe driving evaluation of a 2nd embodiment. The control flowchart which shows 3rd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... 1st control apparatus / vehicle equipment 2 ... speed measuring device / vehicle speed sensor 3 ... position information acquisition device / GPS signal receiver 4 ... timing device / timer 5 ... acceleration measuring device / Acceleration sensor 6 ... steer angle measuring device / steer angle sensor 7 ... second control device / server 8 ... output device 10 ... evaluation target vehicle / vehicle 20 ... operation management center

Claims (3)

A speed measurement device that measures speed, a position information acquisition device that acquires position information of the evaluation target vehicle, a time measuring device, an accelerometer side device that measures acceleration of the evaluation target vehicle, and a control device, The device was measured by a timekeeping device, a function for receiving information from a system for transmitting road information, a function for receiving information from other vehicles, information from other vehicles, information from position information acquisition devices, and the like. A function for determining an average speed of a section in which the evaluation target vehicle is traveling from the time, a function for determining a speed allowable range of the evaluation target vehicle from the average speed, and an average speed and a speed allowable range of the evaluation target vehicle. A function for comparing, a function for determining whether or not a section in which the vehicle to be evaluated travels is congested when the average speed of the vehicle to be evaluated is outside the allowable speed range, and a change in acceleration of the vehicle to be evaluated are determined. A function for determining whether the driving is appropriate by comparing the determined change in acceleration with a predetermined value, and determining whether the vehicle to be evaluated is at the start, and the determined change in acceleration is A safe driving evaluation system having a function that does not determine inappropriate driving when starting, even if the predetermined value is exceeded. The vehicle to be evaluated is equipped with a rudder angle measuring device for measuring the rudder angle of the steering device, and the control device determines a change in the rudder angle for each control cycle, and the change in the rudder angle and the change in the rudder angle are determined. The safe driving evaluation system according to claim 1, which has a function of determining whether or not the driving is appropriate by comparing with a threshold value. The control device compares the speed limit of the section traveled by the evaluation target vehicle acquired from the position information acquisition device with the travel speed of the evaluation target vehicle to determine whether the evaluation target vehicle has traveled at the speed limit. 2. The safe driving evaluation system according to claim 1, which has a function.

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