JP7364438B2 - Speed data acquisition device, service provision system, and speed data acquisition method - Google Patents

Description

The present invention relates to a speed data acquisition device, a service providing system, and a speed data acquisition method.

On-vehicle devices such as digital tachographs obtain speed data, engine rotation data, accelerator opening data, etc. from various sensors installed in the vehicle. The on-vehicle device transmits the acquired data to a rear system such as a server, and the rear system uses the received data to provide various services to customers, such as daily operation reports, dynamic management, and various warnings. The method for acquiring vehicle speed data is fixed to any one of CAN input, pulse input, and GPS input, depending on the settings according to the specifications of the vehicle. In CAN input, speed data input via CAN (Controller Area Network) communication is acquired. In pulse input, speed data based on a pulse signal input from a vehicle speed sensor is acquired. In the GPS input, speed data calculated based on GPS data transmitted from a GPS satellite is acquired. As an example of a technique using pulse signals and GPS data, a device has been proposed that calculates and corrects a distance coefficient value for determining a travel distance (see, for example, Patent Documents 1 and 2).

Japanese Patent Application Publication No. 2003-322544 Japanese Patent Application Publication No. 8-292040

The speed data acquired by the onboard equipment may include abnormal values due to factors such as defective sensor parts and vehicle noise. In this case, the various services provided by the rear system are based on abnormal values, and cannot provide accurate service information such as dynamic management.

The present invention has been made in view of the above-mentioned circumstances, and an object thereof is to provide a speed data acquisition device that can acquire accurate speed data. Another object of the present invention is to provide accurate service information regarding vehicle operation management based on accurate speed data.

In order to achieve the above-mentioned object, a speed data acquisition device, a service providing system, and a speed data acquisition method according to the present invention are characterized by the following (1) to ( 6 ).
(1) A speed data acquisition device that acquires vehicle speed data,
a first acquisition unit that acquires a vehicle speed based on an output of a vehicle speed sensor mounted on the vehicle as a first vehicle speed;
a GPS receiving unit that receives GPS data;
a second acquisition unit that acquires the vehicle speed based on the GPS data as a second vehicle speed;
It is determined whether the first vehicle speed is correct, and if the first vehicle speed is correct, the first vehicle speed is acquired as the speed data, and if the first vehicle speed is incorrect, the second vehicle speed is obtained. a control unit that acquires the speed data as the speed data ,
The GPS receiving unit receives the GPS data every predetermined time period,
The second acquisition unit includes information on the previous current position of the vehicle acquired based on the GPS data received last time, and current current position information of the vehicle acquired based on the GPS data received this time. obtaining the vehicle speed obtained based on the information as the second vehicle speed;
The control unit determines whether the first vehicle speed is correct or incorrect when both the previous current position information and the current current position information can be obtained.
A speed data acquisition device characterized by:
( 2 ) The control unit determines that the first vehicle speed is incorrect when the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a predetermined value. 1) The speed data acquisition device according to item 1).
( 3 ) In the above (1) or (2) , wherein the first acquisition unit acquires vehicle speed data calculated based on a pulse signal from the vehicle speed sensor as the first vehicle speed. Speed data acquisition device as described.
( 4 ) Speed data acquisition according to any one of (1) to ( 3 ) above, further comprising a transmitter that transmits the acquired first vehicle speed or second vehicle speed as the speed data. Device.
( 5 ) An on-vehicle device having the speed data acquisition device described in ( 4 ) above, which is mounted on the vehicle and collects operation data of the vehicle;
a server that is capable of communicating with the on-vehicle device, receives the operation data from the on-vehicle device, and provides services related to operation management of the vehicle;
A management device capable of communicating with the server,
The onboard device includes the first vehicle speed as the speed data in the operation data when the first vehicle speed is correct, and the second vehicle speed when the first vehicle speed is incorrect. , send to said server,
The server generates information regarding operation management of the vehicle based on the operation data received from the on-vehicle device, and transmits it to the management device,
The service providing system, wherein the management device receives the information.
( 6 ) A speed data acquisition method for acquiring vehicle speed data using a computer, the method comprising:
obtaining a vehicle speed based on the output of a vehicle speed sensor mounted on the vehicle as a first vehicle speed;
GPS data is received every time a predetermined time elapses , and the previous current position information of the vehicle is acquired based on the previously received GPS data, and the current position information is acquired based on the currently received GPS data. Obtaining the vehicle speed obtained based on the current current position information of the vehicle as a second vehicle speed ,
If both the previous current position information and the current current position information can be obtained, determine whether the first vehicle speed is correct, and if the first vehicle speed is correct, use the first vehicle speed as the speed data. acquiring the second vehicle speed as the speed data if the first vehicle speed is incorrect ;
causing the computer to execute each process,
A speed data acquisition method characterized by:

According to the speed data acquisition device and the speed data acquisition method configured in (1) and ( 6 ) above, it is determined whether the first vehicle speed is correct or incorrect based on the output of the vehicle speed sensor, and if the first vehicle speed is incorrect, the In this example, the second vehicle speed based on the GPS data is used as the speed data instead of the first vehicle speed. Thereby, when the first vehicle speed is incorrect due to factors such as defective sensor parts or vehicle noise, it is possible to prevent an abnormal value from being obtained as speed data and obtain accurate speed data. Therefore, in back-end systems (servers) that provide various operation services (dynamic management, various warnings, etc.) using speed data, more accurate services can be provided by using accurate speed data from which abnormal values have been removed. It becomes possible.

Furthermore, according to the speed data acquisition device and speed data acquisition method configured as described in ( 1 ) and (6) above , when the GPS data satisfies a predetermined condition, it is determined whether the first vehicle speed is correct or not. By making it a condition that the reliability of the data can be ensured, it is possible to prevent an unreliable second vehicle speed from being adopted.

According to the speed data acquisition device configured in ( 2 ) above, when the difference between the first vehicle speed and the second vehicle speed is larger (for example, 10 kilometers per hour or more) than normal (for example, within 5 kilometers per hour). Then, it is determined that the first vehicle speed is incorrect. In this way, since correctness or incorrectness is determined by comparing the first vehicle speed and the second vehicle speed, abnormal data can be eliminated with a simple configuration without requiring any other input.

According to the speed data acquisition device having the configuration ( 3 ) above, it is usually possible to employ more reliable speed data that can be acquired more directly from the vehicle than GPS speed data. Additionally, if an abnormal value appears in the first vehicle speed due to noise, etc., this can be eliminated and a second vehicle speed that is continuous with the accurate first vehicle speed can be adopted, allowing accurate speed data to be obtained. can.

According to the speed data acquisition device having the configuration ( 4 ) above, by transmitting the acquired speed data to the rear system, etc., it is possible to provide accurate traffic management services using correct speed data in the rear system, etc.

According to the service providing system configured in ( 5 ) above, abnormal data indicating an incorrect vehicle speed is excluded from the operation data transmitted from the onboard device to the server. Thereby, the server can provide the management device with more accurate various service information (dynamic management, various warnings, etc.) using accurate operation data (speed data).

According to the present invention, accurate speed data can be obtained. Furthermore, based on accurate speed data, accurate service information regarding vehicle operation management can be provided.

The present invention has been briefly described above. Furthermore, the details of the present invention will be further clarified by reading the mode for carrying out the invention (hereinafter referred to as "embodiment") described below with reference to the accompanying drawings. .

FIG. 1 is a diagram showing the configuration of a service providing system according to this embodiment. FIG. 2 is a flowchart showing an example of the operation when the digital tachograph of this embodiment acquires speed data. FIG. 3 is a flowchart showing an example of calculation processing of GPS speed data by the digital tachograph of this embodiment.

Specific embodiments of the present invention will be described below with reference to each figure. In this embodiment, an example will be described in which the speed data acquisition device of the present invention is configured as a digital tachograph (on-vehicle device) mounted on a vehicle such as a truck, and furthermore, a service will be provided based on the operation data collected by this digital tachograph. An example of a service providing system will be explained below.

FIG. 1 is a diagram showing the configuration of a service providing system 5 of this embodiment. The service providing system 5 provides services based on operation data collected by a digital tachograph mounted on a vehicle, and is introduced by business operators such as transportation companies and bus companies. In the present embodiment, the service providing system 5 includes an operation recording device (having a speed data acquisition device; hereinafter referred to as a digital tachograph) 10, a server 60, and an office PC 30 (management device) connected via a network 70. It has a connected configuration. The digital tachograph 10 is mounted on a truck vehicle (hereinafter simply referred to as a "vehicle") managed by a transportation company. The server 60 is installed at a service provider company, generates service information related to vehicle operation management, and provides it to the office PC 30. The office PC 30 is installed in the office of the transportation company. Note that the digital tachograph 10 and the office PC may be connected via a network. Furthermore, the office PC may be configured to read a memory card that records driving record data measured by an on-vehicle device. Further, the vehicle-mounted device may be a drive recorder or the like.

The office PC 30 is composed of a general-purpose computer device, and manages the operating status of the vehicle. The network 70 is a packet communication network such as the Internet to which the wireless base station 8 and server 60 that perform wide area communication with the digital tachograph 10 are connected, and relays data communication between the digital tachograph 10 and the server 60. Communication between the digital tachograph 10 and the wireless base station 8 may be performed using a mobile communication network (mobile line network) such as LTE (Long Term Evolution)/4G (4th Generation), or a wireless LAN (Local Area Network).

The digital tachograph 10 is installed in the vehicle and records operation data such as entry/exit time, travel distance, travel time, travel speed, accelerator opening, overspeed, overengine speed, sudden start, sudden acceleration, sudden deceleration, etc. . The digital tachograph 10 functions as a speed data acquisition device that acquires vehicle speed data and provides it to the server 60 and office PC 30. The digital tachograph 10 includes a CPU 11 (first acquisition section, second acquisition section, control section), nonvolatile memory 26A, volatile memory 26B, recording section 17, card I/F 18, audio I/F 19, RTC (clock IC) 21, It has an SW input section 22 and a display section 27.

The CPU 11 centrally controls each part of the digital tachograph 10. The nonvolatile memory 26A stores operating programs and the like executed by the CPU 11. Volatile memory 26B is used to temporarily hold various data.

The recording unit 17 records data such as operation data and video in a predetermined storage area. A memory card 65 owned by the driver is removably connected to the card I/F 18. The CPU 11 writes the operation information (including data such as operation data and images) and warning event recorded by the recording unit 17 into the memory card 65 connected to the card I/F 18. A built-in speaker 20 is connected to the audio I/F 19. The built-in speaker 20 emits sounds such as alarms.

The RTC 21 (timekeeping section) measures the current time. The SW input unit 22 receives ON/OFF signals for various buttons such as an exit button and an input button. The display unit 27 is composed of an LCD (liquid crystal display), and displays communication and operation status as well as alarms and the like.

Further, the digital tachograph 10 includes a speed I/F 12A, an engine rotation I/F 12B, an external input I/F 13, a sensor input I/F 14, a CAN input I/F 29, a GPS reception section 15, a camera I/F 16, a power supply section 25, and It has a communication section 24.

A vehicle speed sensor 51 that detects the speed of the vehicle is connected to the speed I/F 12A, and a speed pulse (vehicle speed pulse) from the vehicle speed sensor 51 is input. The vehicle speed sensor 51 may be provided as an option in the digital tachograph 10, or may be provided as a separate device from the digital tachograph 10. Based on the vehicle speed pulse input to the speed I/F 12A, the CPU 11 (first acquisition unit) calculates (acquires) the vehicle speed (Pulse speed data).

A rotation pulse from an engine rotation speed sensor (not shown) is input to the engine rotation I/F 12B. External equipment (not shown) such as an accelerator opening sensor is connected to the external input I/F 13.

An acceleration sensor (G sensor) 28 is connected to the sensor input I/F 14 and detects acceleration (G value) including lateral acceleration (lateral G) generated perpendicular to the direction of travel (sensing impact). A signal from 28 is input. The G sensor 28 can detect the magnitude of acceleration (lateral G) applied to the vehicle in the left-right direction (vehicle width direction).

A signal (CAN signal) transmitted from a vehicle's ECU (Electronic Control Unit) via CAN (Controller Area Network) communication, which is an in-vehicle network, is input to the CAN input I/F 29 . The CAN signal includes vehicle speed data (CAN speed data, first vehicle speed) acquired from a vehicle speed sensor mounted on the vehicle. This vehicle speed may be calculated based on the output of the vehicle speed sensor 51, or may be calculated based on the output of another sensor mounted on the vehicle.

The CPU 11 detects various operating states based on information input via these I/Fs.

The GPS receiving unit 15 is connected to a GPS antenna 15a, receives signals (GPS data) transmitted from GPS satellites, and obtains current position information (latitude and longitude data). The GPS receiving unit 15 also acquires information indicating the reliability of the GPS data. From the GPS data received by the GPS receiver 15, the CPU 11 can collect vehicle speed data and travel distance data.

A camera 23 is connected to the camera I/F 16. The camera 23 is installed in the vehicle and captures images of the surroundings (for example, in front) of the vehicle to obtain image data. The camera 23 has at least one image sensor in which, for example, 300,000, 1,000,000, or 2,000,000 pixels are arranged on the imaging surface, and is capable of capturing images such as stereo images. The image sensor may be configured with a CMOS (complementary metal oxide semiconductor) sensor or a CCD (charge coupled device) sensor. Furthermore, a camera that is fixed in front of the meter inside the vehicle or on the ceiling of the vehicle and that photographs the entire inside of the vehicle (vehicle interior) may be connected to the camera I/F 16, or a camera that captures images of the sides and rear of the vehicle may be connected to the camera I/F 16. A camera for taking pictures may be connected. Note that, in addition to capturing visible light images, the camera may include an infrared camera so that images can be captured even at night.

The communication unit 24 performs wide area communication, and when connected to the wireless base station 8 via a mobile line network (mobile communication network), communicates with the server 60 and office information via a network 70 such as the Internet connected to the wireless base station 8. Communicate with the PC 30. The power supply section 25 supplies power to each section of the digital tachograph 10 when an ignition switch is turned on or the like.

In this embodiment, the CPU 11 acquires a vehicle speed (first vehicle speed) based on the output of the vehicle speed sensor 51, and acquires a vehicle speed (second vehicle speed) based on GPS data. The CPU 11 determines whether the first vehicle speed is correct and obtains the first vehicle speed as speed data if the first vehicle speed is correct, and the second vehicle speed if the first vehicle speed is incorrect. The recording section 17 records the information. The CPU 11 includes the recorded speed data (first vehicle speed or second vehicle speed) in the operation data, and transmits the data to the server 60 via the communication unit 24 . The CPU 11 determines whether the first vehicle speed is correct or incorrect when the GPS data satisfies a predetermined condition. The CPU 11 determines that the first vehicle speed is incorrect when the difference between the first vehicle speed and the second vehicle speed is a predetermined value or more (for example, 10 kilometers per hour or more).

The server 60 is a rear system that provides various services related to vehicle operation management to customers such as transportation companies (office PC 30) using operation data collected by the digital tachograph 10. The server 60 generates and provides service information regarding, for example, daily operation reports, dynamic management, and various warnings (excessive speed, continuous driving time, etc.). The server 60 includes a CPU 61, a communication section 62, and a storage section 63. The communication unit 62 communicates with the digital tachograph 10 and the office PC 30 via the network 70 . The storage unit 63 is a memory capable of storing various data, and stores operation data transmitted from the digital tachograph 10. The CPU 61 centrally controls each part of the server 60, generates service information related to vehicle operation management based on operation data received from the digital tachograph 10, and transmits it to the office PC 30.

The office PC 30 is a PC that runs on a general-purpose operating system, and functions as a management device that manages the operation of the vehicle. The office PC 30 includes a CPU 31, a communication section 32, a display section 33, a storage section 34, a card I/F 35, an operation section 36, an output section 37, an audio I/F 38, and an external I/F 48.

The CPU 31 centrally controls each part of the office PC 30. The communication unit 32 is capable of communicating with the server 60 and the digital tachograph 10 via the network 70 and receives service information transmitted from the server 60. The communication unit 32 can also connect to various databases (not shown) connected to the network 70, and can acquire necessary data.

The display unit 33 displays service information etc. received from the server 60. The storage unit 34 stores service information received from the server 60, a driving evaluation program for evaluating the driving of a vehicle driver, and the like.

A memory card 65 is removably inserted into the card I/F 35. The card I/F 35 inputs operation data measured by the digital tachograph 10 and stored in the memory card 65. The operation unit 36 has a keyboard, a mouse, etc., and accepts operations by the administrator of the office PC 30. The output unit 37 outputs various data. A microphone 41 and a speaker 42 are connected to the audio I/F 38. The administrator can also use the microphone 41 and speaker 42 to make a voice call with the driver of the vehicle.

External storage devices (not shown) such as an operation data database (DB) and a hazard map database (DB) can be connected to the external I/F 48 . In the operation data DB, various event information including entry/exit time, speed, travel distance, etc., as well as sudden acceleration/deceleration, sudden steering, over speed, and over engine rotation speed are recorded as operation data. The hazard map DB registers map data in which marks representing points where accidents have occurred in the past (accident points) are superimposed on a map. Note that this hazard map may also describe areas where disasters such as natural disasters are expected, evacuation sites, and the like.

Next, an example of the operation when the digital tachograph 10 acquires speed data will be described with reference to FIGS. 2 and 3. FIG. 2 is a flowchart showing an example of operation when the digital tachograph 10 acquires speed data, and FIG. 3 is a flowchart showing an example of calculation processing of GPS speed data by the digital tachograph 10. The CPU 11 of the digital tachograph 10 repeatedly executes the processes shown in FIGS. 2 and 3 at, for example, one second intervals while the vehicle is in motion.

As shown in FIG. 2, the digital tachograph 10 determines which of three types of data acquisition settings are predetermined according to the specifications of the vehicle (step S1). That is, the data acquisition settings of the digital tachograph 10 include acquisition of speed data included in a CAN signal (CAN speed data), acquisition of speed data calculated based on vehicle speed pulses (Pulse speed data), and GPS speed data described later. , and determine which one is. The digital tachograph 10 acquires and stores any one of CAN speed data, Pulse speed data, and GPS speed data to be described later, depending on the determination result (steps S2, S3, and S4).

Here, with reference to FIG. 3, calculation processing of GPS speed data will be explained. When the digital tachograph 10 receives the GPS data, it acquires and stores the latitude and longitude data of the current position of the vehicle (step S21). The digital tachograph 10 determines the reliability of the GPS data depending on whether the current position of the vehicle could be calculated (positioned), that is, whether the latitude and longitude data could be acquired in step S21. (Step S22).

The digital tachograph 10 returns to step S21 if positioning is not possible (positioning NG in step S22), and proceeds to step S23 if positioning is successful (positioning OK in step S22). In step S23, the digital tachograph 10 determines the presence or absence of GPS data (latitude and longitude data) from one second ago (previous time), and if there is no GPS data, that is, if the GPS data could not be received last time, step S21 Return to If yes in step S23, the digital tachograph 10 calculates and stores the difference between the current (current) latitude and longitude and the previous latitude and longitude (step S24).

Next, the digital tachograph 10 calculates the travel distance of the vehicle from the calculated difference in latitude and longitude (step S25), and further calculates the speed from the travel distance and stores it as a GPS speed (step S26). In this way, the digital tachograph 10 can obtain the GPS speed (second vehicle speed) if it has been able to obtain GPS data (latitude and longitude data) both last time and this time.

Returning to FIG. 2, the digital tachograph 10 sets any one of the CAN speed data, the Pulse speed data, and the GPS speed data as the speed data A (step S5) according to the processing in steps S2 to S4.

On the other hand, apart from calculating the speed data A, the digital tachograph 10 acquires GPS data (latitude and longitude data) (step S6) and acquires GPS speed data (as described with reference to FIG. 3). Step S7). In step S6 and step S7, if GPS data (latitude/longitude data) or GPS speed data cannot be acquired, the digital tachograph 10 does not store the GPS data (latitude/longitude data) or GPS speed data, or cannot calculate the GPS data (latitude/longitude data). You may also remember that.

The digital tachograph 10 compares the speed data A acquired from the vehicle and the GPS speed data (step S8). In step S8, the digital tachograph 10 determines whether or not there is a difference of 10 kilometers per hour or more between the speed data A and the GPS speed data to determine whether the speed data A is correct or not, that is, the speed data A is an abnormal value. Determine if it is not. If there is no current GPS speed data, the digital tachograph 10 exits the flow shown in FIG. 2 without making the determination in step S8.

If there is a difference of 10 kilometers per hour or more, that is, if it is determined that the speed data A is incorrect, the digital tachograph 10 adopts the GPS speed data and stores it as the vehicle speed data (S10). On the other hand, if there is no difference of 10 kilometers per hour or more, that is, if it is determined that the speed data A is correct, the digital tachograph 10 adopts the speed data A and stores it as the vehicle speed data (S11).

Here, the reason why the criterion for determining whether speed data A is correct or incorrect is that the difference between speed data A and GPS speed data is 10 kilometers per hour or more will be explained. Generally, the reliability of speed data is highest for CAN speed data, followed by Pulse speed data and then GPS speed data. GPS speed data can have an error of several kilometers. On the other hand, in the services provided by the server 60, the warning threshold for sudden start, sudden acceleration, etc. is 11 kilometers per hour or more. Taking these into consideration, the reliability of speed data requires a speed of 10 kilometers per hour. Therefore, the criterion for determining whether speed data A is correct or incorrect is that the difference from GPS speed data is 10 kilometers per hour or more.

Returning to FIG. 2, in steps S10 and S11, the vehicle speed data is stored, for example, in the volatile memory 26B, included in the operation data, and transmitted to the server 60.

The server 60 uses the operation data received from the digital tachograph 10 to generate service information regarding vehicle operation management, and transmits it to the office PC 30. Further, the office PC 30 receives service information from the server 60.

As explained above, according to the digital tachograph 10 of the present embodiment, it is determined whether the speed data A (first vehicle speed) is correct, and if the speed data A is incorrect, the GPS speed data is used instead of the speed data A. (second vehicle speed) is adopted as speed data. Thereby, when the speed data A acquired from the vehicle is incorrect due to factors such as defective sensor parts or vehicle noise, it is possible to prevent abnormal values from being acquired as speed data and to acquire accurate speed data. Therefore, in the server 60 (backward system) that provides various services (dynamic management, various warnings, etc.) using speed data, it is possible to provide more accurate services by using accurate speed data from which abnormal values have been removed. Become.

Further, the digital tachograph 10 determines whether the speed data A is correct or incorrect when the GPS data satisfies a predetermined condition, that is, when the GPS data (latitude and longitude data) can be acquired twice in succession. In this way, by making it a condition that the reliability of GPS data can be ensured, it is possible to prevent less reliable GPS speed data from being adopted.

Additionally, the digital tachograph 10 determines that speed data A is incorrect if the difference between speed data A and GPS speed data is larger (e.g., 10 km/h or more) than normal (e.g., within 5 km/h). to decide. In this way, since the accuracy is determined by comparing the speed data A and the GPS speed data, abnormal data can be eliminated with a simple configuration without requiring any other input.

Note that the present invention is not limited to the embodiments described above, and can be modified, improved, etc. as appropriate. In addition, the material, shape, size, numerical value, form, number, arrangement location, etc. of each component in the embodiments described above are arbitrary as long as they can achieve the present invention, and are not limited. For example, in the embodiment described above, the vehicle speed data was stored in the volatile memory 26B and transmitted to the server 60 in step S10 of FIG. 2, but the vehicle speed data may be stored in the memory card 65. Further, operation data such as speed data stored in a memory card may be read by the office PC 30 and used for operation management.

In the embodiment described above, the criterion for determining whether the speed data A is correct is that the difference between the speed data A and the GPS speed data is 10 kilometers per hour or more, but the criterion is not limited to this. For example, the criterion may be that the difference between the speed data A and the GPS speed data is 10% or less of the speed data A, or this ratio may be made variable depending on the speed.

Here, the features of the speed data acquisition device, service providing system, and speed data acquisition method according to the embodiments of the present invention described above are briefly summarized and listed below in [1] to [7].
[1] A speed data acquisition device (digital tachograph 10) that acquires vehicle speed data,
A first acquisition unit (speed I/F 12A, CPU 11, Step S5) and
a GPS receiving unit (15, step S21) that receives GPS data;
a second acquisition unit (CPU 11, steps S7, S26) that acquires the vehicle speed based on the GPS data as a second vehicle speed;
It is determined whether the first vehicle speed is correct (steps S8, S9), and if the first vehicle speed is correct, the first vehicle speed is acquired as the speed data (step S11), and the first vehicle speed is In the case of an error, a control unit (CPU 11) obtains the second vehicle speed as the speed data (step S10);
A speed data acquisition device (digital tachograph 10) comprising:
[2] The control unit determines whether the first vehicle speed is correct or incorrect when the GPS data satisfies a predetermined condition (steps S22, S23).
The speed data acquisition device according to item [1] above.
[3] The control unit determines that the first vehicle speed is incorrect when the difference between the first vehicle speed and the second vehicle speed is greater than or equal to a predetermined value (step S9).
The speed data acquisition device according to [1] or [2] above.
[4] The first acquisition unit acquires vehicle speed data based on a pulse signal from the vehicle speed sensor or vehicle speed data acquired from an ECU (Electronic Control Unit) mounted on the vehicle via an in-vehicle network, Obtain as the first vehicle speed (steps S2, S3, S5)
The speed data acquisition device according to any one of [1] to [3] above.
[5] Any one of [1] to [4] above, further comprising a transmitter (communication unit 24) that transmits the acquired first vehicle speed or second vehicle speed as the speed data. Speed data acquisition device as described.
[6] An on-vehicle device (digital tachograph 10) that has the speed data acquisition device described in [5] above, is mounted on the vehicle, and collects operation data of the vehicle;
a server (60) capable of communicating with the on-vehicle device, receiving the operation data from the on-vehicle device, and providing services related to operation management of the vehicle;
A management device (office PC) capable of communicating with the server,
The onboard device includes the first vehicle speed as the speed data in the operation data when the first vehicle speed is correct, and the second vehicle speed when the first vehicle speed is incorrect. , to the server (steps S10, S11),
The server generates information regarding operation management of the vehicle based on the operation data received from the on-vehicle device, and transmits it to the management device,
The service providing system, wherein the management device receives the information.
[7] A speed data acquisition method for acquiring vehicle speed data, comprising:
obtaining a vehicle speed based on the output of a vehicle speed sensor mounted on the vehicle as a first vehicle speed (step S5);
Receiving GPS data (step S21), acquiring a vehicle speed based on the GPS data as a second vehicle speed (steps S7, S26),
It is determined whether the first vehicle speed is correct (steps S8, S9), and if the first vehicle speed is correct, the first vehicle speed is acquired as the speed data (step S11), and the first vehicle speed is In the case of an error, the second vehicle speed is acquired as the speed data (step S10).
A speed data acquisition method characterized by:

5 Service provision system 10 Digital tachograph 11 CPU (first acquisition section, second acquisition section, control section)
12A speed I/F
13 External input I/F
15 GPS receiving section 15a GPS antenna 24 Communication section 30 Office PC (management device)
29 CAN input I/F
51 Vehicle speed sensor 60 Server

Claims (6)

A speed data acquisition device that acquires speed data of a vehicle,
a first acquisition unit that acquires a vehicle speed based on an output of a vehicle speed sensor mounted on the vehicle as a first vehicle speed;
a GPS receiving unit that receives GPS data;
a second acquisition unit that acquires the vehicle speed based on the GPS data as a second vehicle speed;
It is determined whether the first vehicle speed is correct, and if the first vehicle speed is correct, the first vehicle speed is acquired as the speed data, and if the first vehicle speed is incorrect, the second vehicle speed is obtained. a control unit that acquires the speed data as the speed data,
The GPS receiving unit receives the GPS data every predetermined time period,
The second acquisition unit includes information on the previous current position of the vehicle acquired based on the GPS data received last time, and current current position information of the vehicle acquired based on the GPS data received this time. obtaining the vehicle speed obtained based on the information as the second vehicle speed;
The speed data acquisition device, wherein the control unit determines whether the first vehicle speed is correct or incorrect when both the previous current position information and the current current position information can be acquired. The control unit determines that the first vehicle speed is incorrect when a difference between the first vehicle speed and the second vehicle speed is greater than or equal to a predetermined value. speed data acquisition device. The speed data acquisition device according to claim 1 or 2, wherein the first acquisition unit acquires vehicle speed data calculated based on a pulse signal from the vehicle speed sensor as the first vehicle speed. . The speed data acquisition device according to any one of claims 1 to 3, further comprising a transmitter configured to transmit the acquired first vehicle speed or second vehicle speed as the speed data. An on-vehicle device comprising the speed data acquisition device according to claim 4, which is mounted on the vehicle and collects operation data of the vehicle;
a server that is capable of communicating with the on-vehicle device, receives the operation data from the on-vehicle device, and provides services related to operation management of the vehicle;
A management device capable of communicating with the server,
The onboard device includes the first vehicle speed as the speed data in the operation data when the first vehicle speed is correct, and the second vehicle speed when the first vehicle speed is incorrect. , send to said server,
The server generates information regarding operation management of the vehicle based on the operation data received from the on-vehicle device, and transmits it to the management device,
The service providing system, wherein the management device receives the information. A speed data acquisition method for acquiring vehicle speed data using a computer, the method comprising:
obtaining a vehicle speed based on the output of a vehicle speed sensor mounted on the vehicle as a first vehicle speed;
GPS data is received every time a predetermined time elapses, and the previous current position information of the vehicle is acquired based on the previously received GPS data, and the current position information is acquired based on the currently received GPS data. Obtaining the vehicle speed obtained based on the current current position information of the vehicle as a second vehicle speed,
If both the previous current position information and the current current position information can be obtained, determine whether the first vehicle speed is correct, and if the first vehicle speed is correct, use the first vehicle speed as the speed data. acquiring the second vehicle speed as the speed data if the first vehicle speed is incorrect;
causing the computer to execute each process,
A speed data acquisition method characterized by:

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