KR100485124B1 - Vehicles management system - Google Patents

Abstract

The present invention relates to a vehicle management system for predicting the lifespan and failure degree of each part in a vehicle in advance and informing the driver or the vehicle manager, and analyzing the driver's driving habits and the driving route of the driver and informing the driver or the vehicle manager. Measuring means for measuring a state of power and a signal supplied to each electric and electronic system of the vehicle; An acceleration / gyro module for detecting the speed, the moving distance, and the rotation of the vehicle; Signal preprocessing means for preprocessing the signals from the measuring means and the acceleration / gyro module and signals from a plurality of sensors installed in the vehicle; Analog / digital conversion means for converting signals from the signal preprocessing means and the acceleration / gyro module alternately input through a multiplexer into digital signals; Comprehensive analysis of a plurality of signals input through the analog / digital conversion means to predict the state and life of each component of the vehicle, and then store and output the predicted information, the current position signal of the vehicle from the GPS module And calculating the relative moving distance, the speed change amount, the rotation angle, and the driving direction change amount of the vehicle based on the signal from the acceleration / gyro module, and then analyzing the driver's driving pattern and habit and storing the analyzed information. And a microprocessor for outputting; And notification means for informing the driver of the vehicle of the predicted information regarding the state and life of each component of the vehicle and the driver's driving pattern and habits, which are provided from the microprocessor. Predicting the degree of failure can be managed in advance, preventing time loss and road congestion due to safety accidents and failures.

Description

Vehicle Management System {Vehicles management system}

The present invention relates to a vehicle management system, and more particularly, to provide a vehicle status monitoring function and a history function for managing a vehicle, and a guide function for facilitating repair and inspection of the vehicle. The present invention relates to a vehicle management system that provides a function of analyzing and guiding a driving route of a vehicle and guiding a target place close to a current position of the vehicle.

Conventional vehicle managers use a vehicle's mileage or usage time to collectively manage and replace the consumables of the vehicle to waste parts that are still available, and many lost parts cause problems for safety. there was.

In addition, vehicle diagnostic devices that have recently appeared can only know the contents of a definite failure state, so it is inconvenient to replace parts in advance, and thus, it is difficult to prevent an accident in advance.

In addition, there is no vehicle manager having a function of analyzing and guiding a driver's driving habits.

The present invention has been proposed to solve the above-described problems, and an object thereof is to provide a vehicle management system for predicting the life and failure degree of each component in a vehicle in advance and informing the driver or the vehicle manager.

Another object of the present invention is to analyze the driving habits of the driver and the driving route of the driver to inform the driver or the vehicle manager, the vehicle management system for guiding the nearest target location (gas station, repair shop, etc.) by grasping the current location of the vehicle In providing.

In order to achieve the above objects, a vehicle management system according to a preferred embodiment of the present invention, measuring means for measuring the state of the power and signal supplied to each electric and electronic system of the vehicle; An acceleration / gyro module for detecting the speed, the moving distance, and the rotation of the vehicle; Signal preprocessing means for receiving signals from the measuring means and the acceleration / gyro module and signals from a plurality of sensors installed in the vehicle and performing normalization of the signals; Analog / digital conversion means for converting signals from the signal preprocessing means and the acceleration / gyro module alternately input through a multiplexer into digital signals; Comprehensive analysis of a plurality of signals input through the analog / digital conversion means to predict the state and life of each component of the vehicle, and then store and output the predicted information, the current position signal of the vehicle from the GPS module And calculating the relative moving distance, the speed change amount, the rotation angle, and the driving direction change amount of the vehicle based on the signal from the acceleration / gyro module, and then analyzing the driver's driving pattern and habit and storing the analyzed information. And a microprocessor for outputting; And notification means for informing the driver of the vehicle of the predicted information on the state and life of each part of the vehicle and the information about the driving pattern and the habit of the driver provided from the microprocessor.

In the above, the acceleration / gyro module and the GPS module are separately added to more accurately and widely utilize the vehicle management system according to the present invention.

Hereinafter, a vehicle management system according to an exemplary embodiment of the present invention will be described with reference to the accompanying drawings.

1 is a block diagram of a vehicle management system according to an exemplary embodiment of the present invention, which measures the state of power and signals supplied to respective electric and electronic systems of a vehicle by contacting or non-contacting a load power supply line or a control signal line of a vehicle. A voltage / current sensing unit 10; A throttle angle sensor 12 for sensing an opening angle of the throttle valve; A temperature sensor 14 which senses the temperature in the vehicle, the sensed value being used as a correction for the value of each sensor installed in the vehicle; A speed sensor 16 for sensing a driving speed of the vehicle; A timer 18 for providing time data; A fuel amount measuring sensor 20 measuring a fuel amount currently remaining in the vehicle; GPS module 22 for detecting the current driving position of the vehicle; An acceleration / gyro module 24 for detecting a speed, a moving distance, and a rotation of the vehicle; Pre-processing signals from the voltage / current sensing unit 10, the throttle angle sensor 12, the temperature sensor 14, the speed sensor 16, the fuel amount measuring sensor 20 and the acceleration / gyro module 24 A signal preprocessing section 26 for performing a; A multiplexer 28 alternately receiving and outputting signals of a plurality of channels output from the signal preprocessor 26; An A / D converter 30 for converting a signal from the signal preprocessor 26 alternately input through the multiplexer 28 into a digital signal; Voice recognition / synthesis unit 32 for synthesizing a voice message for notification generated to recognize a predetermined voice input from the outside through the speaker / microphone 34 and outputting it to the outside, and outputting it through the speaker / microphone 34. ; A display unit 36 for displaying a predetermined text message for notification; Key input unit for inputting normal values of power and signal supplied to each component, electric system and electronic system, or for keying information that is not directly related to the vehicle status such as parking violation, parking fee management, fine, vehicle inspection, etc. (38); Normal values of power and signals supplied to each part, electric system and electronic system are stored, or prediction information about the state and life of each part of the vehicle is stored, and analysis information about driving patterns and habits of the vehicle driver is stored. Memory 42; After comprehensively analyzing a plurality of signals input through the A / D converter 30 to predict the state and life of each component of the vehicle, the predicted information is stored in the memory 42 and when necessary or in case of emergency. After calculating the relative moving distance, speed change amount, rotation angle, and driving direction change amount of the vehicle based on the signals from the acceleration / gyro module 24 and the GPS module 22, the driving pattern and habits of the vehicle driver are analyzed. A microprocessor 44 which stores the analyzed information in the memory 42 and outputs it when necessary; And a failure state of the vehicle, which is installed between the microprocessor 44 and each electronic control unit (ECU) in the vehicle and is input through the diagnostic port of each electronic control unit (ECU) in the vehicle using OBDII, RS232 protocol, or CAN protocol. And an external communication unit 40 for transmitting the information to the microprocessor 44. [0027] The signal preprocessing unit 26 is a conventional signal preprocessing means for filtering noise or for converting an amplitude (clipping or clamping). ) Is a means of converting an unstructured signal into a normalized signal, such as down or up an abnormal voltage to a normal voltage.

Here, the voltage / current sensing unit 10 outputs a ground signal for predicting the state and life of each load in a contact or non-contact manner. First, a method of outputting a ground signal for predicting the state and life of each load by a contact method will be described.

As shown in FIG. 2, each electric system load of the vehicle is connected in parallel between the battery power supply Vbat corresponding to the non-inverting terminal (+) of the power supply and the common ground line corresponding to the inverting terminal (-). It is. In other words, each load of the vehicle forms a closed loop in which the power supplied from the battery is passed through the drive through the fuse, through the drive switch, and connected to the common ground line.

Referring to the wiring diagram of FIG. 2, the power supply Vbat supplied to each load is equal to the sum of the load, the driving switch, the fuse, and the voltage drop across the wiring. All equations below represent when the drive switch is closed.

Vb = Vl + Vf + Vs + Vh

Where Vb is the battery supply voltage, Vl is the voltage drop of the load, Vf is the voltage drop of the fuse, Vs is the switch voltage drop, and Vh is the harness (wiring and connector) voltage drop.

The current I flowing through the entire closed circuit is equal to the sum of the currents flowing through each load.

I = Il1 + Il2 + .............. + Iln

Here, each load current is Ili, i = 1, 2, 3, ..., n.

The damage or hardening of each part of the vehicle is time-consuming and is hardened by natural hardening, excessive or abnormal power supply from the battery, and mechanical damage.

In addition, damage or hardening results in a change in the resistance (including alternating current and direct current) of the load, which is a major electrical characteristic.

Therefore, in order to predict the state and life of each load, it is necessary to know the state and amount of change of the power supply Vbat supplied to each load and the resistance state and amount of change of each load.

Referring to the wiring diagram of FIG. 2, when the state of the power supply Vbat supplied to the load changes or the resistance state of each load changes, the current Ili flowing in the closed circuit connected to each load is changed. That is, in order to know the state and amount of change of the power supply Vbat supplied to each load and the resistance state and amount of change of each load, the state and amount of change of the current / voltage flowing in the closed circuit of each load may be measured.

FIG. 3 is a circuit diagram illustrating a state of a power supply and a signal state by connecting a voltage divider circuit and an adder A before and after a fuse in order to know the state of each load in the electric wiring diagram configured as shown in FIG. 2. Only one of the closed loops of the various loads (L1, L2, ..., Ln) shown in Fig. 2 is expressed separately. The rest is the same.

First, assuming that the voltage drops Vs and Vh applied to the switch and the connector are very small in Equation (1), Equation (1) is represented by Equation (3).

Vb = Vl + Vf

In addition, when the output equation is derived from FIG. 3, equations (4) and (5) are obtained.

Vo = Vo1 + Vo2

Vo1 = [R2 / (R1 + R2)] * (Vl + Vf)

    = [R2 / (R1 + R2)] * Vb

    = K1 * Vb

Where K1 = [R2 / (R1 + R2)].

Vl = [Rl / (Rl + Rf)] * Vb

Here, Rl is a load resistance, and Rf is also expressed as a fuse resistance, so it is expressed as follows.

Vo2 = [R4 / (R3 + R4)] * (Vl)

    = [R4 / (R3 + R4)] * [Rl / (Rl + Rf)] * Vb

    = K2 * K3 * Vb

Where K2 = [R4 / (R3 + R4)] and K3 = [Rl / (Rl + Rf)].

Therefore, when expressed using the equations (1) to (6) described above, the equation (8) is obtained.

Vo = K1 * Vb + K2 * K3 * Vb

   = (K1 + K2 * K3) * Vb

The following describes how the change in the power supply voltage, which affects the load condition and lifespan, and how the load resistance changes due to hardening or impact appear.

First, consider when there is no load change and there is a change in the supply voltage. That is, Vb is Vb ± Assuming that b changes, look at the adder output state of the voltage / current sensing unit.

In the above Equation (8), the value of Vb is Vb ± Since it is changed to Vb and substituted as it is, the amount of change becomes, and it can be expressed by Equation (9) below.

Vb)

= K1 * (Vb ± Vb) + K2 * K3 * (Vb ± Vb)

= (K1 + K2 * K3) * Vb ± (K1 + K2 * K3) * Vb

Equation (9) compared with the normal state ± (K1 + K2 * K3) * It can be seen that the change by Vb is measured.

Secondly, the power supply voltage is normal and the change in output according to the change in load resistance is examined. Rl and Rf are each Rl ± Rl, Rf ± Assume that it is changed to Rf. Rf does not harden little by little due to the change in the resistance of the fuse.In the steady state, it maintains a constant resistance. Let's take a look at the case of change to Rl and apply how the output appears when the fuse is blown.

The current flowing through the load in the steady state may be represented by Equation 10 below.

Il = Vb / (Rl + Rf)

Il is the current flowing to the load.

Rl ± Rl When it changes to Rl, the current Il flowing to the load is Il ± It is changed into Il and substituted into Equation (11).

Il = Vb / (Rl ± Rl + Rf)

At this time, the voltage V1 applied to the load in Equation (6) can be expressed as follows.

Vl = (Rl ± Rl) / (Rl ± Rl + Rf)

In other words, it can be seen that the amount of voltage drop applied to the load changes.

Rl ± in the circuit diagram of FIG. The voltage drop of Rl can be expressed as below.

Vl = (Il ± Il) * (Rl ± Rl)

If the right side terms are rearranged, the following equation is obtained.

Vl = (Il * Rl) ± (Il * Rl + Il * Rl ± Il * Rl)

In the mathematical point 14, the following equation can be derived.

Vl = (Il * Rl),

± Vl = ± (Il * Rl + Il * Rl ± Il * Rl)

Now, the output of the voltage / current sensing unit 10 will be described. Applying the equations derived from Equation (5), Equation (7), and Equation (8), the supply voltage Vbat is constant, so the variation of Vf (Vf ± Vf) and Vl change (Vl ± Vl) is constant regardless. Therefore, Vo1 = K1 * Vb, Vo2 is Vl ± Vl due to the change of load resistance. Change to Vl, K3 and K3 ± Change to K3. In consideration of the amount of change and applied to Equation (8), the changed Vo2 is as shown below.

Vl

= [K2 * (K3 ± K3)] * Vb

= K2 * K3 * Vb ± (K2 * K3) * Vb

Therefore, the final output Vo is as follows.

Vo = Vo1 + Vo2

= K1 * Vb + K2 * K3 * Vb ± (K2 * K3) * Vb

= (K1 + K2 * K3) Vb ± (K2 * K3) * Vb

That is, ± (K2 * at normal value It can be seen that the change in K3) * Vb is measured.

So far, the contact signal acquisition method in the voltage / current sensing unit 10 for knowing the state of the power supplied to each component and the state of the component has been described.

This time, a method of collecting the control signal in a non-contact manner by the voltage / current sensing unit 10 will be described. The voltage / current sensing unit 10 collects a signal from the control signal line using a non-contact magnetic field sensor.

As illustrated in FIG. 4, the voltage / current sensing unit 10 uses a magnetic field sensor such as a current transformer (C.T.) and a Hall sensor.

The sensing principle of the magnetic field sensor generates a magnetic field according to a change amount of current passing through a control signal line or a load power supply (power supply) line. The magnetic field is output as a voltage using a coil or a semiconductor magnetic field sensing element. The flowing current and magnetic field, and the magnetic field and induced current / voltage relationship are based on Maxwell's equation. Equation (18) shows the output voltage equation of the magnetic field sensor according to the change of the current flowing in the control signal line.

Vo = -dΦ / dt

Where Vo is the induced voltage and dΦ represents the flux chaining through the loop and is proportional to the current value and frequency flowing to the load.

The sampling result of the output signal by the voltage / current sensing unit 10 using the magnetic field sensor is the same as the result of the contact sensing method described above.

The output signal of the voltage / current sensing unit 10 is shaped by the signal preprocessor 26, and the shaped signal output from the signal preprocessor 26 is output by the A / D converter 30 through the multiplexer 28. The digital signal is input to the microprocessor 44.

In addition, the acceleration / gyro module 24 is a module for measuring acceleration and angular acceleration, which are physical quantities. The change of each physical quantity is expressed by the following equation, and the physical quantities of each acceleration and angular acceleration are output as voltages.

a = dv / dt

Where a is acceleration, dv is speed change, and dt is time change.

v = ds / dt

Here, v is a speed and ds is a moving distance change amount.

α = dω / dt

Where α is the angular acceleration and dω is the angular velocity change.

ω = dθ / dt

Is the angular velocity and dθ is the angular displacement change amount.

The voltage output from the acceleration / gyro module 24 is a voltage corresponding to acceleration and angular acceleration. In order to convert this into a moving distance and a rotation angle, a double integration or a differential equation is used.

FIG. 5 illustrates an example of a driving trajectory, for explaining the gyro output signal.

5, θ1, θ2, and θ3 are displayed. This shows the direction of rotation of the vehicle when driving the vehicle. When the output signal of the gyro sensor, which is a component of the acceleration / gyro module 24, is double-integrated or differentially, it can be seen that the values coincide.

S = ∬a (t) dt

θ = ∬α (t) dt

That is, the relative movement distance and the speed change amount of the vehicle can be known by the output of the acceleration sensor which is a component of the acceleration / gyro module 24, and the rotation angle and the driving direction change amount of the vehicle can be known through the output value of the gyro sensor. . As a result, it is possible to obtain information on whether the driver's driving habits are frequent, decelerating, slowing down, or zigzag. This information is stored in the memory 42 and then used to monitor the driver's driving pattern and driving habits.

Accordingly, the display 36 displays an index for evaluating the driving habits of the driver under the control of the microprocessor 44.

In the driving habit evaluation method, an index for evaluating driving habits is set from 1 to 10, and the expression is as follows. At this time, the propensity of driving according to driving habits such as the driver's will (such as whether the driver intends to accelerate, decelerate, or rotate at high speed) using the throttle angle signal as an auxiliary signal Use to know In other words, the speed of the downhill road, even in the pedal state is large, so considering the driving habits, the throttle angle signal is important.

Driving Habits Index = w1 * Vd + w2 * θd + w3 * Fd

Where w1, w2, w3 are weights

Here, each value represents an accumulated value of absolute values.

Vd = ∑ | a | Is the cumulative amount of speed change,

θd = ∑ | α | Is the cumulative amount of rotational change,

Fd = ∑ | (F (i + 1)-F (i)) | Represents the cumulative amount of fuel change.

Where F (i + 1) is the previous fuel amount and F (i) is the current fuel amount.

On the other hand, although the geographic information GIS is separately embedded in the microprocessor 44, the geographic information may be stored in the memory 42.

In general, geographic information (GIS) is typically composed of a draft format (DRAFT FORMAT), which is widely used as a standard format for displaying a map graphically.

In the present invention, since the map does not need to be represented in a detailed graphic, only the coordinate data of the desired target (gas station, maintenance station, vehicle inspection station, etc.) is embedded. In more detail, rather than GIS, it is a DB with only the coordinates of the required target. The geographic information is updated through the communication port if necessary.

Accordingly, the microprocessor 44 receives the GPS signal from the GPS module 22 and calculates / stores the driver's current position and driving trajectory (moving trajectory, moving distance, terrain elevation, etc.) internally. The driver can be informed of where he is needed at the current location if necessary. At this time, the driver is informed with information about the distance and direction from the current position output through the display unit 36 to the target (gas station, repair shop, vehicle inspection station, etc.) and a phone number.

Next, an operation of predicting / diagnosing a life time and a failure state of a part in a vehicle management system according to an exemplary embodiment of the present invention will be described.

Although the life of each part of the vehicle is largely related to the average life time of each part, the degree of loss or hardening varies according to various conditions. In particular, it depends on driving habits, road conditions, road conditions, driving distance, idling time, and replacement cycles of parts. To analyze this, it collects and analyzes the state of power supply and signal state supplied to each part, and also predicts the life and replacement time of parts in consideration of driving habits and road conditions.

The life time of a part is defined as the following equation.

Remaining life = (basic life)-(service time + reduced service time)

Life time reduction = [w4 * (part status) + w5 * (operation condition)]

Here, w4 and w5 represent weights, but the weight is applied differently according to each part, and the basic life refers to the guaranteed life time that passes the standard when producing each part, and the part state is the overvoltage / overcurrent applied to the part. Indicates the degree of damage caused by overload, shock, etc. The driving conditions indicate driving habits, road conditions, driving distances, idling times, road slopes, and the like.

First, the driver or the vehicle manager inputs the life time for each part of the current vehicle by using the key input unit 38. The input life time of each component is stored in the memory 42 by the microprocessor 44, and the microprocessor 44 counts the usage time based on the time data from the timer 18.

Since the same parts are mounted on the same vehicle, the life time of these parts can be stored in the memory 42 in advance so that a driver or a vehicle manager does not need to directly input the same using the key input unit 38. will be.

In the present invention, the state of the power supply voltage / current supplied to each component is determined using the sensing circuit 10 using the contact circuit as shown in FIG. 3 and the non-contact magnetic field sensor of FIG. 4, and the microprocessor 44 Diagnose the duration of overvoltage / overcurrent and the current state of the parts and multiply the value by weight to obtain the lifespan reduction time according to the parts state, and use the GPS information from the GPS module 22 to determine the road condition, road slope, and travel distance. After multiplying the operating conditions according to the weights to obtain the reduced life time according to the operating conditions, respectively, it is applied to the above equation (26) to predict the remaining life time.

Among the methods of predicting / diagnosing the life of parts, it is most important to find out the condition of parts, and the weight according to the road condition can be adjusted.

Among the methods of predicting / diagnosing the life of the parts, a method of finding out the state of the parts will be described using the headlamp lamp as an example. First of all, the life of each part of the vehicle is defined by the KS standard, and is approved as a part only when the test conditions of each part are satisfied by the KS standard. In the present invention, the average life of each part is determined by the memory 42 or the microprocessor 44. Are stored in In other words. If the vehicle is operated under the test condition of the KS standard, it can be used for the specified life of each part, but if it exceeds the condition, the life of the part decreases.

By the way, the load (or load condition) or power supply state transmitted to the parts depending on the driving conditions during the operation of the vehicle often exceeds the test conditions of the KS standard, which shortens the life of the parts. And another thing is that the life of the part is shortened early due to the frequent use of that part, affecting other parts.

In the following description of the embodiments of the present invention, a headlamp (headlamp) is described as an example among many parts in a vehicle. 6 is a diagram illustrating an electric circuit in which the headlight is turned on when the driver turns on the headlight switch after starting the vehicle. It is supplied to the lamp through the (headlamp) relay and the light is turned on.

Sensor 1 and sensor 2 and sensor 3 shown in Figure 6 is a sensor for detecting the power supply state, which is added to the conventional headlight system for the present invention. The sensor 1 is installed between the generator and the battery to detect the alternator's generated voltage and current state and the battery voltage and current state, and the sensor 2 is installed between the headlight lamp relay (headlamp relay) and the fuse to supply the headlamp lamp. The sensor 3 is installed between the headlight relay (headlamp relay) and the light switch to sense the operating state of the headlight relay and the voltage and current state supplied to the headlight relay.

Typically, the average life of a lamp has a test condition of approximately 200 [hours] when 12.8 [V] is supplied to the headlamp lamp.

By the way, the power supplied to the lamp may be supplied with a supply voltage of 12.8 [V] or more depending on the conditions of a generator, a battery, a headlight relay, a harness (wires and a connector), and the like. If the power is supplied excessively above the specified value, the lamp life will be reduced faster than the average reduction time, which will shorten the average life span. Figure 7 shows the average life curve of the headlamps and lamps, as shown in Figure 7, if the supply voltage exceeds 100 [%], the life is reduced to within 100 [%], and if the supply voltage is low, the life is increased. have.

The curve is a curve of the form y = k / x, where y is the supply voltage, x is the lifetime, and k is a constant value. Rewriting the curve can be expressed as k = xy. The supply voltage y, that is, the voltage / current supplied to the headlamp lamp, can be known by the sensor 1, the sensor 2, and the sensor 3. That is, the longer the transient supply voltage time, the shorter the life of the lamp.

Now, the operation of finding out the service life will be described. First, we will describe the sensors that measure power and signals, how to measure the power supply using them, and how to find out the service life using them.

The output signal of the voltage / current sensing unit 10 shown in Equations (9) and (17) is converted into an A / D converter through the multiplexer 28 after the signal is shaped through the signal preprocessor 26. 30 is converted into a digital signal and then input to the microprocessor 44.

At this time, if a component is broken and burned, a short circuit, a disconnected wire, or a fuse are blown, Vo = K1 * Vb. That is, when the microprocessor 44 analyzes the input signal, the microprocessor 44 can recognize the definite failure and the loss of the component.

Now, the operation of calculating the amount of life shortening based on the signal received as described above by the microprocessor 44 and predicting the remaining life will be described.

The microprocessor 44 controls load power (supply) lines and controls related to each load such as sensor 1, sensor 2, and sensor 3 of FIG. 6 with respect to the power supply state and the signal state of power supplied to each load. The signal input from the sensors installed on the signal line is provided through the A / D converter 30. At this time, the microprocessor 44 integrates and uses the received signal.

For example, when a transient voltage is supplied to the headlamp lamp, a voltage supply state as illustrated in FIG. 8 is shown. Referring to FIG. 8, a voltage above the reference voltage 12.8 [V] is about 1.4 [ms]. It can be seen that it was supplied. It can be estimated that the lifetime is further reduced for 1.4 [ms].

To calculate this, the microprocessor 44 sets the reference unit time to one. The magnitude of the voltage during the unit time sets the normal voltage to 100. That is, 12.8 [V] is set to 100. After this determination, the microprocessor 44 decides the size of the area according to the following equation (28) with the unit time as the x-axis and the voltage as the y-axis.

Stability = unit time * magnitude of voltage (percentage)

       = ∫y (t) dt

Where the magnitude of the voltage = [(reference voltage-current voltage) / reference voltage)] * 100

As described above, the relationship between the transient voltage and the lifetime is y = k / x, and the lifetime is inversely proportional to the loss received during the time when the transient voltage is generated. And, it can be seen that the product of the transient voltage and the lifetime is a constant constant below a certain limit of the supply voltage, such as k = xy.

Similarly, when the amount integrated during the transient voltage occurs is called stability, this (stability * lifetime) has a constant constant. When the life index is referred to as the life curve characteristics of Figure 7, the life index is constant within the limit environment (destruction, loss) of the part. In other words, the life index is expressed as the sum of (stability * life) for each unit time as in Equation (29).

Life Index = ∑ ( stability * life)

That is, the lifespan in a normal state is as shown in Figure 9a, the life index at this time is 100 * 200 = 20000. However, in the case of FIG. 9B, since the life index is 20000, it can be seen that there is a section having stability of 100 or more due to the transient phenomenon, so that the life span is reduced by 200 by the dotted area of FIG. 9B. That is, the total area is the life index in Figs. 9A and 9B, and the life is reduced by the area increased by the transient phenomenon in the middle.

The microprocessor 44 can thus know the remaining life.

To recap, the life of the headlamp lamp is 200 hours. If the average life is 200 hours, then the operating time (Ts) of the lamp under normal voltage (12.8 [V]) and the operating time (Tu) due to the transient voltage Considering the stability and subtracting the area due to the stability change from the life index, the remaining life is obtained. Here, Ss (Ts) and Su (Tu) represent the stability of the steady state and the transient state.

Service life index = Ss (Ts) + Su (Tu)

Remaining Life Index = Average Life Span-Service Life Index

              = 20000-[Ss (Ts) + Su (Tu)]

Life Span = Life Span / 100

= (Average life index- ∑ ( stability * life)) / 100

In this way, the method of recognizing and predicting the cause of life shortening according to the part status during the life expectancy of the parts, that is, the failure and life shortening time of the parts and the life prediction through the same, were explained.

In addition, the shortening of the lifespan according to the driving condition, which is another item in Equations (26) and (27), has a small weight but a large amount of acceleration / deceleration change during driving, mountain road driving, short distance repetition driving, By multiplying the weights using information of urban running, excessive idling time, and long continuous running, and adding them to the reduced life time, and subtracting them from the basic lifespan, the life prediction of the actual parts by Equation (26) and (27) It can be seen that.

Meanwhile, the signal from the voltage / current sensing unit 10 of Equations (9) and (17) described above is shaped by the signal preprocessor 26, and then the A / D converter 30 is provided through the multiplexer 28. In this case, the digital signal is converted into a digital signal and input to the microprocessor 44. The microprocessor 44 detects a failure state of each component based on the input digital signal. At this time, if the component is broken, burned, short-circuited, disconnected or blown, the resistance of the load has an infinite value and the output signal is represented by Vo = K1 * Vb.

In other words, if you look at the output of the signal, you can see the definite failure and loss of parts. The microprocessor 44 controls the voice recognition / synthesis unit 32 or the display unit 36 when the parts life reaches 80%, 90%, and 100% according to the importance of each component in an emergency state. Inform by voice or text.

To recap briefly, first, the voltage / current sensing unit 10 senses a state of a power source and a signal form supplied to each electric and electronic system of a vehicle in a contact / non-contact manner, and then the signal preprocessor 26 It is applied to the microprocessor 44 via the multiplexer 28 and the A / D converter 30. In addition, through the external communication unit 40, the failure status information of the vehicle may be provided from each electronic control unit (ECU) in the vehicle using the OBDII, RS232 protocol or CAN protocol. The microprocessor 44 analyzes the shape and characteristics of the applied signal and the signals collected from the fuel level sensor 20, the speed sensor 16, the throttle angle sensor 12, the temperature sensor 14, and the like. After comprehensive analysis using the built-in algorithm, the condition and life of each part is estimated.

The microprocessor 44 controls the voice recognition / synthesis unit 32 and the display unit 36 on the predicted state and lifespan of the parts and informs the driver or the vehicle manager by the screen and the voice.

In addition, the microprocessor 44 stores and analyzes the driving habits of the driver and the driving path of the driver in the memory 42 by using the signals collected by the acceleration / gyro module 24 and the signals collected by the GPS module 22. Inform the driver or vehicle manager.

In addition, since the key input unit 38 inputs information not directly related to the vehicle status, such as parking violations, parking fee management, fines, and vehicle inspection, to the microprocessor 44, the microprocessor 44 inputs the input. Information that is not directly related to the vehicle status, such as parking violations, parking fee management, fines, and vehicle inspection, may be displayed on the display unit 36.

In addition, the microprocessor 44 conveniently displays the location of each nearby service provider and service station on the display unit 36 using GPS information and GIS information embedded in the memory 42 when necessary or in an emergency. Parts replacement and fuel supply.

As described in detail above, according to the present invention, the state of power and signals supplied to each electric and electronic system of the vehicle is measured by contact or non-contact, and the state of each part as a change amount of the normal value and the measured value of these data. And after predicting the lifespan, it is possible to store and output the predicted information so that it is possible to predict and manage the lifespan and failure degree of each part in advance, and to use the value collected from the acceleration / gyro module and GPS It is possible to increase the accuracy in predicting the life of each part by applying the driving habits and driving route of the product as a weight, so that the life of each part can be predicted so that each part can be replaced or repaired in advance before failure or loss. This prevents safety accidents and prevents time loss and traffic jams caused by breakdowns. There is an effect.

In addition, by using a geographic information guidance system linked with GPS, the operator can be guided to the place where parts can be replaced, repaired and fueled, thereby providing more convenience and stability to the driver.

In addition, economical vehicle operation can be performed by managing data that is not directly related to the vehicle status, such as parking violations, parking fee management, fines, vehicle inspection, operating cost or fuel consumption, etc. at one time.

On the other hand, the present invention is not limited only to the above-described embodiments and can be carried out by modifications and variations within the scope not departing from the gist of the present invention, the technical idea that such modifications and variations are also within the scope of the claims Must see

1 is a block diagram of a vehicle management system according to an embodiment of the present invention;

2 is an electrical wiring diagram of a vehicle employed in describing an embodiment of the present invention;

3 is an example circuit diagram applied to explain a signal acquisition operation performed in the voltage / current sensing unit shown in FIG. 1;

4 is a circuit diagram of another example applied to explain a signal acquisition operation performed in the voltage / current sensing unit shown in FIG. 1;

5 is a view showing an example of a driving trajectory of a vehicle employed in describing an embodiment of the present invention;

6 is a power supply diagram of the headlamp lamp employed in the description of the embodiment of the present invention;

7 is a diagram showing a headlight life curve employed in describing an embodiment of the present invention;

8 is a view for explaining the relationship between the reference voltage and the transient voltage in the transient voltage supply state employed in describing the embodiment of the present invention;

9A is a view for explaining a vehicle life at normal power supply employed in the embodiment description of the present invention;

9B is a view for explaining a vehicle life shortening due to a transient state employed in describing an embodiment of the present invention.

※ Explanation of code for main part of drawing

10: voltage / current sensing unit 12: throttle angle sensor

14: temperature sensor 16: speed sensor

18: timer 20: fuel level sensor

22: GPS module 24: acceleration / gyro module

26: signal preprocessing unit 28: multiplexer

30: A / D converter 32: voice recognition / synthesis unit

34: speaker / microphone 36: display unit

38: key input unit 40: external communication unit

42: memory 44: microprocessor

Claims (15)

Measure the state of power and signal supplied to each electric and electronic system of the vehicle, but measure the power supply voltage at the front and rear ends of the fuse installed in front of each electric system load connected in parallel between battery power and common ground line. The state of the signal is measured by connecting a circuit and an adder, and the state of the signal is measured by using a magnetic field sensor which is installed in a non-contact manner on a control signal line and generates a magnetic field according to the amount of change of the current passing through the control signal line. Measuring means for measuring; Signal preprocessing means for receiving a signal from the measuring means and signals from a plurality of sensors installed in the vehicle and shaping an unstructured portion of the signal; Analog / digital converting means for converting a signal from said signal preprocessing means alternately input through a multiplexer into a digital signal; After calculating the amount of change between the value of the plurality of measured signals inputted through the analog / digital conversion means and the value of the normal signal to predict the state and life of each component of the vehicle and to store and output the predicted information Microprocessor; And Inform the driver of the vehicle of predicted information regarding the state and life of each component of the vehicle provided from the microprocessor, and output a predetermined voice through a speaker, display a predetermined text on a display unit, or And a notification means for simultaneously informing the user and the character of the vehicle management system. delete delete The method of claim 1, The magnetic field sensor of the measuring means is a current converter or a hall sensor. delete The method according to claim 1 or 4, And an external communication means for transmitting the failure status information of the vehicle from the diagnostic port of each electronic control apparatus in the vehicle to the microprocessor. The method according to claim 1 or 4, And an acceleration / gyro module for detecting a speed, a moving distance, and a rotation in the vehicle management system so that a signal detected by the vehicle management system can be input to the signal preprocessing means. The method according to claim 1 or 4, The vehicle management system further includes a GPS module for detecting a current driving position, wherein the microprocessor has a built-in separate geographic information, and when a driving position signal is input from the GPS module, a nearby maintenance company corresponding to the driving position signal is provided. And controlling the position of a gas station to be guided by text by the notification means. The method of claim 7, wherein The vehicle management system further includes a GPS module for detecting a current driving position, wherein the microprocessor has a built-in separate geographic information, and when a driving position signal is input from the GPS module, a nearby maintenance company corresponding to the driving position signal is provided. And controlling the position of a gas station to be guided by text by the notification means. The method of claim 8, And an acceleration / gyro module for detecting a speed, a moving distance, and a rotation in the vehicle management system so that a signal detected by the vehicle management system can be input to the signal preprocessing means. The method according to claim 1 or 4, Further comprising key input means for inputting a lifetime value and a normal signal value of each component of the vehicle, or for inputting information not directly related to the state of the vehicle to the microprocessor, wherein the microprocessor further comprises the key. And storing the information from the input means and controlling the notification means to inform the driver of the stored information. The method of claim 6, Further comprising key input means for inputting a lifetime value and a normal signal value of each component of the vehicle, or for inputting information not directly related to the state of the vehicle to the microprocessor, wherein the microprocessor further comprises the key. And storing the information from the input means and controlling the notification means to inform the driver of the stored information. The method of claim 7, wherein Further comprising key input means for inputting a lifetime value and a normal signal value of each component of the vehicle, or for inputting information not directly related to the state of the vehicle to the microprocessor, wherein the microprocessor further comprises the key. And storing the information from the input means and controlling the notification means to inform the driver of the stored information. The method of claim 8, Further comprising key input means for inputting a lifetime value and a normal signal value of each component of the vehicle, or for inputting information not directly related to the state of the vehicle to the microprocessor, wherein the microprocessor further comprises the key. And storing the information from the input means and controlling the notification means to inform the driver of the stored information. The method according to claim 9 or 10, And predicting the life of each part by multiplying the information on driving habits and driving information measured by the accelerator / gyro module and the GPS module by a weight to calculate the life shortening.