JP7525543B2 - Vehicle behavior judgment system, vehicle driving diagnosis system - Google Patents

Description

The present invention relates to a vehicle behavior determination system suitable for determining the behavior of a vehicle driven by a driver, and a vehicle driving diagnosis system suitable for diagnosing the driving of a vehicle by a driver.

Conventionally, a processing arrangement control device such as that disclosed in Patent Document 1 has been proposed as a device that detects the driving operation of a driver using an on-board sensor installed in a vehicle or the like, communicates through a network constructed using wide-area wireless communication standards such as LTE (long term evolution) and 5G, or communication methods such as Wi-Fi (registered trademark) and LPWA (Low Power Wide Area), and performs driving diagnosis of the driver and driving behavior of the vehicle.

The processing placement control device disclosed in Patent Document 1 is a processing placement control device mounted on a vehicle that controls the placement of processing to nodes in a system that includes an on-board computer mounted on the vehicle and an external computer provided outside the vehicle as nodes capable of communicating with each other and executes processing related to vehicle driving support. According to the technology disclosed in Patent Document 1, the system includes a placement risk estimation unit that estimates the placement risk of processing being interrupted when processing is placed on any node based on at least one of the communication status between the nodes and the remaining battery charge of the vehicle, and a placement determination unit that determines the node to place the processing on based on the placement risk. As a result, processing executed in the system can be placed on each server. This makes it possible for the node to which the processing is placed to continue processing as the vehicle's situation changes.

JP 2020-144617 A

However, the technology disclosed in the above-mentioned Patent Document 1 sometimes misjudged dangerous vehicle behavior caused by driving due to vehicle vibrations, bumps in the road surface, etc.

In addition, in order to reduce the communication costs and hardware costs of the above-mentioned LPWA and the like, there has been a demand for technology that can determine vehicle behavior and diagnose vehicle driving without using sensors.

Furthermore, if you want to install an on-board computer on a two-wheeled vehicle such as a motorcycle instead of a four-wheeled vehicle, it is also necessary to perform vehicle behavior judgment and vehicle driving diagnosis that eliminates the effects of vehicle body tilt.

The present invention was conceived in consideration of the above-mentioned problems, and its purpose is to provide a vehicle behavior determination system and a vehicle driving diagnosis system that can reduce erroneous judgments caused by vehicle vibrations and road bumps, reduce the cost of LPWAs, etc., and perform vehicle behavior judgments and vehicle driving diagnosis while eliminating the effects of body tilt caused by motorcycles.

The vehicle behavior determination system according to a first aspect of the present invention includes an information acquisition means for acquiring a traveling speed and traveling direction calculated from latitude and longitude based on a Global Navigation Satellite System (GNSS) signal received by a vehicle traveling on a road, or a traveling speed and traveling direction detected directly from the GNSS signal, a calculation means for calculating a longitudinal acceleration, a lateral acceleration, and an azimuth angular velocity of the vehicle via a GNSS-sensor conversion logic based on the traveling speed and traveling direction detected by the information acquisition means , and a correction processing means for performing a correction process on one or more of the traveling speed, longitudinal acceleration, lateral acceleration, and azimuth angular velocity calculated by the calculation means, wherein the correction processing means performs a correction process to set the azimuth angular velocity to a preset value for an area where the azimuth angular velocity is negative during a time period when the traveling speed detected by the information acquisition means is equal to or less than a preset threshold value .

The vehicle behavior determination system of the second invention is characterized in that, in the first invention , the correction processing means calculates an effective signal level by counting the number of continuous positioning from the point at which the positioning state of the GNSS signal changes, and based on the calculated effective signal level, performs a correction process to set one or more of the latitude and longitude calculated based on the GNSS signal, and the driving speed and driving direction detected by the information acquisition means as the previous value, or to set one or more of the longitudinal acceleration, lateral acceleration, and azimuth velocity calculated by the calculation means as a preset value.

The vehicle behavior judgment system of the third invention is characterized in that, in the first invention , the correction processing means, when the driving speed detected by the information acquisition means is below a predetermined threshold value, corrects the driving speed to be higher than the threshold value and then performs a correction process to calculate the longitudinal acceleration.

The vehicle behavior judgment system of the fourth invention is characterized in that, in the first invention , the correction processing means performs a correction process to calculate the longitudinal acceleration and the lateral acceleration based on the average per unit time of the traveling speed and traveling direction detected by the information acquisition means.

A vehicle behavior determination system according to a fifth aspect of the present invention includes an information acquisition means for acquiring a running speed and running direction calculated from latitude and longitude based on a Global Navigation Satellite System (GNSS) signal received by a vehicle running on a road, or a running speed and running direction detected directly from the GNSS signal, a calculation means for calculating a longitudinal acceleration, a lateral acceleration, and an azimuth angular velocity of the vehicle through a GNSS-sensor conversion logic based on the running speed and running direction detected by the information acquisition means, a correction processing means for performing a correction process on any one or more of the running speed, longitudinal acceleration, lateral acceleration, and azimuth angular velocity calculated by the calculation means , and a driving diagnosis means for diagnosing the driving of the vehicle based on the running speed, longitudinal acceleration, lateral acceleration, and azimuth angular velocity corrected by the correction processing means, and the correction processing means performs a correction process to set the azimuth angular velocity to a preset value for an area where the azimuth angular velocity is negative during a time period in which the running speed detected by the information acquisition means is equal to or less than a preset threshold value .

The vehicle driving diagnosis system of the sixth invention is characterized in that, in the fifth invention , the correction processing means calculates an effective signal level by counting the number of continuous positioning from the point at which the positioning state of the GNSS signal changes, and based on the calculated effective signal level, performs a correction process to set one or more of the latitude and longitude calculated based on the GNSS signal, and the driving speed and driving direction detected by the information acquisition means as the previous value, or to set one or more of the longitudinal acceleration, lateral acceleration, and azimuth velocity calculated by the calculation means as a preset value.

According to the present invention having the above-mentioned configuration, it is possible to perform vehicle behavior judgment and vehicle driving diagnosis based only on GNSS signals. Therefore, it is possible to perform vehicle behavior judgment and vehicle driving diagnosis without using signals or sensors directly obtained from the vehicle, which reduces erroneous judgments due to vehicle vibrations and road bumps, etc., reduces communication costs and hardware costs for LPWAs, etc., and further eliminates the effects of body tilt caused by motorcycles.

FIG. 1 is a diagram for explaining an example of the configuration of a vehicle behavior determination system according to this embodiment. FIG. 2 is a diagram for explaining an example in which acquisition of behavior determination information and driving diagnosis information is started after the driver starts the vehicle. FIG. 3A is a schematic diagram showing an example of the configuration of an information processing device in this embodiment, and FIG. 3B is a schematic diagram showing an example of the functions of the information processing device in this embodiment. FIG. 4 is a diagram for explaining the GNSS-sensor conversion logic. FIG. 5 is a diagram showing an example of a driving speed obtained directly from a GNSS signal and an azimuth velocity calculated via a GNSS-sensor conversion logic. FIG. 6 is a diagram for explaining an example of acceleration correction according to the signal validity level. FIG. 7 is a diagram showing an example of a running speed obtained directly from a GNSS signal and a longitudinal angular velocity calculated via a GNSS-sensor conversion logic.

Below, an example of a vehicle behavior determination system in an embodiment to which the present invention is applied will be described with reference to the drawings.

With reference to FIG. 1, an example of a vehicle behavior determination system 100 in this embodiment will be described.

The vehicle behavior determination system 100 includes an information processing device 1. The information processing device 1 is mounted on a vehicle 2, such as a truck, and is connected to a server 4 and a terminal 5 that manages and evaluates driving diagnosis, for example, via a communication network 3 by a communication module provided in the information processing device 1.

The information processing device 1 is mounted on a vehicle 2 driven by a driver (not shown), and includes sensors such as an acceleration sensor and a gyro. The information processing device 1 generates vehicle behavior information and driving diagnosis information using only information (autonomous information) acquired by various sensors (e.g., acceleration sensor, gyro sensor, GNSS, etc.) mounted on the information processing device 1. The acceleration sensor detects, for example, the acceleration and deceleration of the vehicle 2 and the lateral acceleration at an intersection. The gyro sensor detects, for example, the driver's steering operation. The GNSS (Global Navigation Satellite System) detects, for example, the running speed and running direction of the vehicle 2 based on the GNSS signal received from the satellite 6. The information processing device 1 may acquire various data related to the operation and operation of the vehicle 2, vehicle behavior judgment information for judging the vehicle behavior, and driving diagnosis information for evaluating the driving diagnosis, for example, via a fault diagnosis port (OBD2: On Board Diagnosis second generation) provided on the vehicle 2 or, for example, a vehicle speed pulse signal.

The information processing device 1 is connected to, for example, a port provided in the vehicle 2 for inputting and outputting information and data from the outside. The information processing device 1 then acquires various vehicle behavior judgment information and driving diagnosis information related to the vehicle 2 via the connected port, and transmits the information to the server 4, for example, by a module conforming to a communication method of LPWA (Low Power Wide Area). The server 4 performs a behavior judgment of the vehicle 2 and a diagnosis of the driver's driving operation, etc., based on, for example, the vehicle behavior judgment information and driving diagnosis information of the vehicle 2 transmitted by the information processing device 1. The judgment results diagnosed by the server 4 can be referenced, for example, on a terminal 5 of an administrator who manages and instructs vehicle behavior judgment and driving diagnosis, and may also be referenced, for example, on a monitor that displays information provided in the vehicle 2 or a terminal (not shown) held by the driver.

As shown in FIG. 2, for example, after the driver starts the vehicle 2, the information processing device 1 starts acquiring vehicle behavior judgment information and driving diagnosis information of the vehicle 2. For example, until the driving of the vehicle 2 is terminated, the information processing device 1 acquires various vehicle behavior judgment information and driving diagnosis information related to the vehicle 2, generates the information as a message with, for example, the transmission interval, number of transmissions, and transmission contents described below, and transmits the message to the server 4.

The server 4 performs driving diagnosis such as vehicle 2 behavior judgment and driver driving operation based on the message transmitted from the information processing device 1. The server 4 analyzes, etc., the output results of vehicle 2 behavior judgment and driving diagnosis are displayed, for example, as output result 5a on the display unit 109 of the terminal 5. The administrator may refer to, for example, the vehicle 2 behavior judgment or driver driving diagnosis result 5a, and, for example, if the driver's driving operation is evaluated low, provide guidance for improvement, or, if the driver's driving operation is evaluated high, praise the driver for exemplary driving, etc.

Result 5a may be shown, for example, as multiple scatter plots in which vehicle behavior judgment and driving diagnosis information acquired by information processing device 1 are plotted. For example, by referring to multiple scatter plots of result 5a, the manager or driver can visually grasp the trends and characteristics of the vehicle's behavior and driving operations from a bird's-eye view. By referring to result 5a, the manager or driver can recognize, for example, driving operations that require caution when driving vehicle 2 and safe driving operations.

The information processing device 1 includes, for example, an LPWA module, an LPWA antenna, a GNSS antenna, a battery, and a memory for storing various setting information. As the administrator's terminal 5, electronic devices such as a personal computer (PC) may be used, as well as electronic devices such as a smartphone, a tablet terminal, a wearable terminal, an IoT (Internet of Things) device, and a single-board computer such as Raspberry Pi (registered trademark).

The information processing device 1 is connected to, for example, a port provided in the vehicle 2 for inputting and outputting information and data from the outside, and is operated and set in response to various operations on the vehicle 2 side. The information processing device 1 may also be configured to incorporate settings for various functions, settings, parameters, and communications such as LPWA expected for the vehicle 2, for example, when the vehicle 2 is delivered, during regular inspection, or during maintenance, and then be connected to a port of the vehicle 2. The information processing device 1 may, for example, identify a key operation interlocking signal (ING) generated by key operation on the vehicle 2, and start or stop it.

(Information processing device 1)
Next, an example of the information processing device 1 in this embodiment will be described with reference to Fig. 3. Fig. 3(a) is a schematic diagram showing an example of the configuration of the information processing device 1 in this embodiment, and Fig. 3(b) is a schematic diagram showing an example of the functions of the information processing device 1 in this embodiment.

As shown in FIG. 3(a), the information processing device 1 includes a housing 10, a CPU (Central Processing Unit) 101, a ROM (Read Only Memory) 102, a RAM (Random Access Memory) 103, a storage unit 104, and I/Fs 105 to 107. Each of the components 101 to 107 is connected by an internal bus 110.

The CPU 101 controls the entire information processing device 1. The ROM 102 may store the operation code of the CPU 101, and may also hold, for example, a spare area. The RAM 103 is a working area used when the CPU 101 is operating. The storage unit 104 stores, for example, setting information (for example, transmission interval, number of transmissions, etc.) in addition to various information such as evaluation target information and reference databases. As the storage unit 104, for example, a data storage device such as an HDD (Hard Disk Drive), an SSD (Solid State Drive), an SD card, or a miniSD card is used. The storage unit 104 may be provided, for example, in the spare area of the ROM 102 and in the working area of the RAM 103. Note that, for example, the information processing device 1 may have a GPU (Graphics Processing Unit) not shown. By having a GPU, it is possible to perform calculation processing faster than usual.

The I/F 105 may be, for example, a port interface for transmitting and receiving various information to and from the vehicle 2, and may also be configured to obtain more detailed information than the autonomous information obtained by the information processing device 1 from the vehicle 2. The I/F 105 may be, for example, an interface for transmitting and receiving various information to and from a server 4 or other terminals 5, etc., via a communication network 3 such as the Internet.

The I/F 106 is an interface for transmitting and receiving information to and from, for example, the input unit 108a and the emergency call button 108b of the vehicle 2. For example, various operation switches, keyboards, buttons, etc. installed in the vehicle 2 are used as the input unit 108a and the emergency call button 108b. The driver of the vehicle 2 or the administrator who manages the information processing device 1 inputs various information, control commands for the information processing device 1, emergency calls, etc., via, for example, the input unit 108a and the emergency call button 108b that are externally connected. The emergency call button 108b may be connected to the information processing device 1, for example, and installed in the vehicle 2 as a dedicated button. The emergency call may be automatically notified to the server 4, the administrator's terminal 5, etc. as emergency call information when the information processing device 1 acquires a value (for example, an impact, etc.) that is equal to or greater than a threshold value previously set in the information processing device 1 based on the driving diagnosis information acquired by the information processing device 1.

The I/F 107 is an interface for transmitting and receiving various information to and from a display unit 109 of, for example, the vehicle 2 or the manager's terminal 5. The display unit 109 outputs, for example, various information such as the evaluation results stored in the storage unit 104, or the processing status of the information processing device 1. A display is used as the display unit 109, and may be, for example, a touch panel type.

<Reference database>
The reference database stored in the storage unit 104 stores various previously acquired setting information, vehicle behavior judgment information, driving diagnosis information, past driving history and failure history, alert information, various functional diagnosis statuses of the mobile object, etc. The reference database may store, for example, evaluation target information of past driving diagnoses, correlations, and reference information of driving diagnoses. The reference database may also be stored in a spare area of the ROM 102 and the storage unit 104 of the RAM 103.

Fig. 3(b) is a schematic diagram showing an example of the functions of the information processing device 1. The information processing device 1 includes, for example, an acquisition unit 11, a generation unit 12, a transmission unit 13, and a transmission setting unit 14. Note that each function shown in Fig. 3(b) is realized, for example, by the CPU 101 using the RAM 103 as a working area to execute a program stored in the storage unit 104 or the like, and may be controlled, for example, by artificial intelligence.

<Acquisition Unit 11>
The acquisition unit 11 includes, for example, various sensors that are provided in advance in the vehicle 2, and also includes a function of a GNSS signal receiving means for receiving a GNSS signal. The acquisition unit 11 extracts the driving operation of the vehicle 2 driven by the driver based on the received GNSS signal, and estimates vehicle behavior determination information and driving diagnosis information.

The acquisition unit 11 acquires vehicle behavior information and driving diagnosis information within the data amount (payload: 11 to 16 bytes) restrictions stipulated by the LPWA. The payload value (possible transmission amount) of the LPWA may be, for example, a payload value determined by each communication company that provides the LPWA. In this embodiment, the payload is described as 16 bytes, for example, but other payload values may also be used. The vehicle behavior information and driving diagnosis information acquired by the acquisition unit 11 is information classified into categories such as "sudden steering," "braking strength," "gentleness of steering operation," "sudden braking," and "gentleness of braking operation."

<Generation Unit 12>
The generation unit 12 generates telegrams related to vehicle behavior determination information and driving diagnosis information. The generation unit 12 generates telegrams for vehicle behavior determination and driving diagnosis in a format compatible with a network constructed by a LPWA communication method (e.g., communication protocols of each provider) by using the vehicle behavior determination information and driving diagnosis information acquired by the acquisition unit 11.

The message generated by the generation unit 12 is generated appropriately based on, for example, various vehicle behavior judgment information regarding the vehicle behavior, the driver's driving operation status, past driving diagnosis results, the status of the area to which the vehicle is traveling (road congestion status, accident occurrence status, travel risk, etc.), driving operation information, and external environment information.

<Transmitter 13>
The transmitting unit 13 transmits, for example, the message generated by the generating unit 12 to the server 4 based on the LPWA communication method.

<Transmission setting unit 14>
The transmission setting unit 14 sets transmission target information including transmission interval information, transmission count information, and driving diagnosis information of the message generated in the generation unit 12, based on, for example, a communication method using LPWA that is pre-set in the information processing device 1 and various vehicle behavior information and driving diagnosis information of the vehicle 2 acquired by the acquisition unit 11.

The transmission setting unit 14 may set the transmission interval information, the number of transmissions information, the vehicle behavior judgment information, and the driving diagnosis information, for example, based on the number of transmissions set in advance by an administrator.

Next, we will explain the operation of the vehicle behavior determination system 100 to which the present invention is applied.

Before obtaining vehicle behavior information and driving diagnosis information, the acquisition unit 11 first converts the latitude and longitude data obtained from the GNSS signal into driving speed and driving direction. This acquisition unit 11 may not only obtain the driving speed and driving direction calculated from the latitude and longitude, but may also detect the driving speed and driving direction directly from the GNSS signal. Next, as shown in FIG. 4, the acquisition unit 11 obtains the longitudinal acceleration, lateral acceleration, azimuth acceleration, driving speed, and driving direction from the driving speed and driving direction obtained from the GNSS signal via the GNSS-sensor conversion logic. Then, vehicle behavior information and driving diagnosis information are generated based on the obtained longitudinal acceleration, lateral acceleration, azimuth acceleration, driving speed, and driving direction. Note that when the driving speed and driving direction are output via the GNSS-sensor conversion logic, the input driving speed and driving direction may be output as is without any processing.

The GNSS-sensor conversion logic for obtaining longitudinal acceleration, lateral acceleration, and azimuth acceleration from the GNSS signal may be based on, for example, the following method.

Longitudinal acceleration = (current running speed - running speed 1 second ago) / gravitational acceleration The current running speed (m/s) indicates the running speed of the vehicle 2 at the current time measured by the GNSS signal. The running speed 1 second ago (m/s) indicates the running speed 1 second ago from the current time measured by the GNSS signal. The gravitational acceleration (m/ ^s2 ) is approximately 9.8. For example, when vehicle behavior detection and driving diagnosis are operated at 10 Hz, GNSS signals are acquired 10 times per second, and the running speed and running direction obtained from the acquired GNSS signal are acquired every second, making it possible to calculate the aforementioned longitudinal acceleration.

Azimuth angular velocity (deg/s) = current driving direction - driving direction 1 second ago Here, the current driving direction (deg) indicates the driving direction of the vehicle 2 at the present time measured by the GNSS signal. Also, the driving direction 1 second ago (deg) indicates the driving direction of the vehicle 2 1 second ago measured by the GNSS signal.

Lateral acceleration (g) = running speed (m/s) x azimuth angular velocity (rad/s) / gravitational acceleration The running speed here indicates the running speed of the vehicle 2 measured by the GNSS signal. The azimuth angular velocity is calculated based on the above formula. The unit of the azimuth angular velocity used to calculate the lateral acceleration is rad/s (=deg/s x π/180).

The acquisition unit 11 performs behavior judgment and driving diagnosis from the longitudinal acceleration, lateral acceleration, and azimuth acceleration obtained in this manner, as well as information on the driving speed and driving direction. The specific algorithm for performing this behavior judgment and driving diagnosis may be any algorithm that uses one or more of the longitudinal acceleration, lateral acceleration, azimuth acceleration, driving speed, and driving direction. Furthermore, even when performing behavior judgment and driving diagnosis by combining any two or more of these indicators, any design is included with respect to the weighting of the indicators and the specific calculation formula.

When performing behavior judgment or driving diagnosis, a reference pattern may be prepared in advance for each behavior or each driving diagnosis. For example, for "sudden steering," "braking strength," "gentleness of steering operation," etc., in addition to longitudinal acceleration, lateral acceleration, and azimuth acceleration, one or more reference patterns of driving speed and driving direction are linked to each. Next, it is determined whether the longitudinal acceleration, lateral acceleration, azimuth acceleration, driving speed, and driving direction obtained from the driving speed and driving direction measured via the GNSS signal through GNSS-sensor conversion logic match the above-mentioned reference patterns. As a result, if the obtained longitudinal acceleration, etc. matches any of the reference patterns, a judgment is made on the behavior or driving diagnosis linked to the matching reference pattern.

At this time, in the present invention, the following correction process may be performed on the GNSS-sensor conversion logic.

For example, FIG. 5 shows an example of the driving speed obtained directly from the GNSS signal and the azimuth velocity calculated via the GNSS-sensor conversion logic. It is determined whether the driving speed is equal to or lower than a preset threshold value. The threshold value may be any value equal to or higher than 0 (km/h). If it is determined that the driving speed is equal to or lower than the threshold value, a correction process is performed to set the azimuth velocity to 0. That is, in the example of FIG. 5, in the time period when the driving speed is equal to or lower than the threshold value, there is an area where the azimuth velocity is negative, but a correction process is performed to set this to 0 (deg/s). This makes it possible to obtain an accurate azimuth velocity, especially at the timing of starting and stopping driving. Note that the azimuth velocity is not limited to being corrected to 0 (deg/s), and any correction process may be used as long as it sets the value to a preset value. The preset value may be any value.

Furthermore, according to the present invention, the number of continuous positioning operations may be counted from the time when the positioning state of the GNSS signal changes, and a correction process may be performed based on the counted result. The time when the positioning state of the GNSS signal changes is when the positioning state becomes non-positioning, when the positioning state transitions from two-dimensional positioning to three-dimensional positioning or from three-dimensional positioning to two-dimensional positioning, or when the number of positioning satellites changes, etc.

Such a signal validity level is actually set according to the strength of the GNSS signal. For example, as shown in FIG. 6, the signal validity level increases as the number of consecutive positioning times increases. The valid signal level is 0 the first time consecutive positioning times have been performed after the initial margin time has elapsed, but when the number of consecutive positioning times reaches two or more, the signal validity level increases by 1 accordingly. Therefore, if the number of consecutive positioning times can be counted, the corresponding signal validity level can be uniquely obtained.

In the present invention, each time the signal validity level thus obtained increases by one, one or more of the latitude and longitude, driving speed, and driving direction calculated based on the GNSS signal are set to the previous value. In other words, setting to the previous value means that even if the signal validity level increases, the most recent value at which the signal validity level increases is maintained for one or more of the latitude and longitude, driving speed, and driving direction. In addition, a correction process is performed to set one or more of the calculated longitudinal acceleration, lateral acceleration, azimuth angular velocity, Gx change amount, Gy change amount, and angular velocity change amount to 0±0.1 each time the signal validity level increases by one. The Gx change amount here is the change amount in longitudinal acceleration, which indicates how fast the accelerator or brake is depressed. The Gy change amount is the change amount in lateral acceleration.

The correction process is not limited to a correction process that sets one or more of the calculated longitudinal acceleration, lateral acceleration, azimuth velocity, Gx change amount, Gy change amount, and angular velocity change amount to 0±0.1, but may be any correction process that sets a preset value. The preset value referred to here may be any arbitrary value.

While performing this type of correction process, for the above-mentioned parameters that are not subjected to correction process, the actual measured values are used as is.

For example, if the valid signal level rises from 0 to 1, the driving speed and driving direction are set to the previous values, and the Gy change amount is set to 0. If the valid signal level rises from 1 to 2, the direction acceleration is set to 0±0.1. If the valid signal level rises from 2 to 3, further correction processing may be performed, such as setting the latitude and longitude to the previous values, and the angular velocity change amount and lateral acceleration to 0±0.1.

This makes it possible to reduce errors and perform more accurate behavior assessments and driving diagnosis immediately after a change in positioning conditions.

In addition, in the present invention, when the detected driving speed is equal to or lower than a preset threshold, the driving speed may be corrected to be higher than the threshold, and a correction process may be performed to calculate the longitudinal acceleration.

Figure 7 shows an example of the driving speed obtained directly from the GNSS signal and the longitudinal angular velocity calculated via the GNSS-sensor conversion logic. It is determined whether the driving speed is equal to or lower than a preset threshold value. The threshold value may be any value equal to or higher than 0 (km/h). If it is determined that the driving speed is equal to or lower than the threshold value, the driving speed is corrected to be higher than the threshold value, and the longitudinal acceleration (km/h) is calculated based on this. For example, if the threshold value is 5 (km/h), when the driving speed becomes 5 km/h or lower, the storage speed is corrected to be higher than 5 km/h, and the longitudinal acceleration (G) is calculated based on this. This makes it possible to perform more accurate behavior judgment and driving diagnosis when suddenly braking after stopping.

According to the present invention, a correction process may be performed to calculate longitudinal acceleration and lateral acceleration based on the average of the detected driving speed and driving direction per unit time. The longitudinal acceleration and lateral acceleration are calculated using the driving speed and driving direction as parameters, but for this driving speed and driving direction, the average value of the driving speed and driving direction per unit time is used instead of applying the actual measured values as is. This makes it possible to perform more accurate behavior judgment and driving diagnosis. Note that this correction process is particularly effective when performed immediately before changing from positioning to non-positioning.

Reference Signs List 1 Information processing device 2 Vehicle 3 Communication network 4 Server 5 Terminal 6 Satellite 10 Housing 11 Acquisition unit 12 Generation unit 13 Transmission unit 14 Transmission setting unit 100 Vehicle behavior determination system 104 Storage unit 108a Input unit 108b Emergency call button 109 Display unit 110 Internal bus

Claims (6)

An information acquisition means for acquiring a traveling speed and a traveling direction calculated from a latitude and a longitude based on a GNSS (Global Navigation Satellite System) signal received by a vehicle traveling on a road, or a traveling speed and a traveling direction directly detected from the GNSS signal;
A calculation means for calculating longitudinal acceleration, lateral acceleration, and azimuth angular velocity of the vehicle through a GNSS-sensor conversion logic based on the traveling speed and traveling direction detected by the information acquisition means;
a correction processing means for performing a correction process on one or more of the traveling speed, the longitudinal acceleration, the lateral acceleration, and the azimuth angular velocity calculated by the calculation means,
The correction processing means performs a correction process for setting the azimuth angular velocity to a preset value in an area where the azimuth angular velocity is negative during a time period in which the traveling speed detected by the information acquisition means is equal to or lower than a preset threshold value.
A vehicle behavior judgment system comprising: The vehicle behavior determination system according to claim 1, wherein the correction processing means calculates an effective signal level by counting the number of continuous positioning from the point at which the positioning state of the GNSS signal changes, and performs correction processing based on the calculated effective signal level to set one or more of the latitude and longitude calculated based on the GNSS signal, and the driving speed and driving direction detected by the information acquisition means as previous values, or to set one or more of the longitudinal acceleration, lateral acceleration, and azimuth angular velocity calculated by the calculation means as preset values. 2. The vehicle behavior determination system according to claim 1, wherein the correction processing means, when the traveling speed detected by the information acquisition means is equal to or lower than a preset threshold value, corrects the traveling speed to be higher than the threshold value and then performs a correction process to calculate the longitudinal acceleration. The vehicle behavior determination system according to claim 1, wherein the correction processing means performs a correction process to calculate the longitudinal acceleration and the lateral acceleration based on an average of the driving speed and the driving direction per unit time detected by the information acquisition means immediately before the positioning state of the GNSS signal changes from positioning to non-positioning. An information acquisition means for acquiring a traveling speed and a traveling direction calculated from a latitude and a longitude based on a GNSS (Global Navigation Satellite System) signal received by a vehicle traveling on a road, or a traveling speed and a traveling direction directly detected from the GNSS signal;
A calculation means for calculating longitudinal acceleration, lateral acceleration, and azimuth angular velocity of the vehicle through a GNSS-sensor conversion logic based on the traveling speed and traveling direction detected by the information acquisition means;
a correction processing means for performing a correction process on any one or more of the traveling speed, the longitudinal acceleration, the lateral acceleration, and the azimuth angular velocity calculated by the calculation means;
a driving diagnosis means for diagnosing the driving of the vehicle based on the driving speed, the longitudinal acceleration, the lateral acceleration, and the azimuth angular velocity corrected by the correction processing means ,
The correction processing means performs a correction process for setting the azimuth angular velocity to a preset value in an area where the azimuth angular velocity is negative during a time period in which the traveling speed detected by the information acquisition means is equal to or lower than a preset threshold value.
A vehicle driving diagnostic system comprising: The vehicle driving diagnosis system according to claim 5, wherein the correction processing means calculates a valid signal level by counting the number of continuous positioning from a point in time when the positioning state of the GNSS signal changes, and performs correction processing based on the calculated valid signal level to set one or more of the latitude and longitude calculated based on the GNSS signal, the driving speed and driving direction detected by the information acquisition means as previous values, or to set one or more of the longitudinal acceleration, lateral acceleration, and azimuth angular velocity calculated by the calculation means as preset values.

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