KR102046223B1 - Vehicle control device and method using it - Google Patents

Abstract

According to an embodiment of the present invention, a vehicle information control unit for storing vehicle driving information; And an eco-friendly driving control unit for changing the vehicle driving mode based on the vehicle driving information, wherein the eco-friendly driving control unit automatically changes the vehicle driving mode based on the ground inclination information of the vehicle driving information. And a control server capable of storing and analyzing vehicle driving information collected from the vehicle and providing the analyzed vehicle driving information according to a user's needs.

Description

Vehicle control device and vehicle control method using the same {VEHICLE CONTROL DEVICE AND METHOD USING IT}

The present invention relates to a vehicle control apparatus and a vehicle control method using the same.

Many safety accidents occur when driving a vehicle in modern society. Opening and departure accidents caused by manipulating the accelerator pedal while the vehicle door is open during a safety accident are classified as 11 serious faults.

There is a need for an effective vehicle control system that can prevent such safety incidents. In addition, the automobile is recognized as an indispensable necessity in modern life, but it is recognized as a major cause of traffic accidents and air pollution. Therefore, there is a demand for the development of a safe and eco-friendly driving system for automobiles.

The present invention aims to prevent social costs incurred by accident parties, insurance companies, related companies, etc. due to safety accidents, such as an open door car accident, which is an 11 major gross negligence caused by manipulating an accelerator pedal while the vehicle door is open.

In order to achieve the above object, according to the present invention, there is provided a vehicle control apparatus for controlling the vehicle to be impossible to drive while the vehicle door is opened, and an apparatus and an operating system including additional functions such as rapid acceleration control and fuel economy reduction. .

According to an embodiment of the present invention, a vehicle information control unit for storing vehicle driving information; And an eco-friendly driving control unit for changing the vehicle driving mode based on the vehicle driving information, wherein the eco-friendly driving control unit automatically changes the vehicle driving mode based on the ground inclination information of the vehicle driving information. Is provided.

According to one embodiment of the invention, the electronic control unit for controlling the driving of the vehicle in accordance with the vehicle driving information; A driving control unit for extracting the vehicle driving information from the electronic control unit; And a control server for exchanging vehicle driving information with the driving control unit, wherein the driving control unit comprises: a vehicle information control unit storing vehicle driving information; And an eco-friendly driving control unit that changes the vehicle driving mode based on the vehicle driving information, wherein the eco-friendly driving control unit automatically changes the vehicle driving mode based on the ground inclination information of the vehicle driving information. Is provided.

According to an embodiment of the present invention, vehicle driving information may be collected, and efficient management and provision of the collected vehicle driving information may be performed.

In addition, according to an embodiment of the present invention, by providing the appropriate vehicle driving mode according to the vehicle driving environment using the collected vehicle driving information, it is possible to reduce fuel consumption, safe driving.

1 is a block diagram showing a driving control system according to an embodiment of the present invention.
2A and 2B are block diagrams illustrating a driving control system according to another exemplary embodiment of the present invention.
3A and 3B are block diagrams illustrating a driving control system according to another exemplary embodiment of the present invention.
4 is a block diagram illustrating a driving control system according to another exemplary embodiment of the present invention.
5 is a flowchart illustrating a driving mode change algorithm according to an embodiment of the present invention.
6 is a flowchart illustrating a driving mode change algorithm according to another embodiment of the present invention.
7 illustrates a driving control system according to an embodiment of the present invention.
8 illustrates an operation screen of the driving control system according to an embodiment of the present invention.

As the inventive concept allows for various changes and numerous embodiments, particular embodiments will be illustrated in the drawings and described in detail in the text. However, this is not intended to limit the present invention to the specific disclosed form, it should be understood to include all modifications, equivalents, and substitutes included in the spirit and scope of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

1 is a block diagram showing a driving control system according to an embodiment of the present invention.

The driving control system according to the present invention collects and analyzes vehicle driving information by using a control server (CSV) and a driving control unit (DCU). In addition, the driving control system provides the analyzed vehicle driving information to the driving control unit (DCU) or the electronic control unit (ECU), thereby helping the vehicle to be optimized for the driving environment.

According to one embodiment of the invention, the travel control system comprises a control server (CSV), a travel control unit (DCU), and an electronic control unit (ECU). The electronic control unit ECU controls the driving of the vehicle according to the vehicle driving information, and the driving control unit DCU extracts the vehicle driving information from the electronic control unit ECU. The control server CSV exchanges vehicle driving information with the driving control unit DCU.

The control server CSV may be provided outside the vehicle, and the driving control unit DCU and the electronic control unit ECU may be provided in the vehicle.

An electronic control unit (ECU) can control engine operation. The manner in which the electronic control unit ECU controls engine operation may vary depending on the type of engine.

In the case of an electric vehicle, the engine is a motor, in which case the electronic control unit (ECU) can vary the magnitude of the voltage supplied to the motor. In particular, when greater acceleration is required to speed up the vehicle, the electronic control unit ECU may increase the magnitude of the voltage supplied to the engine (motor). As a result, the momentum produced by the motor may increase.

The electronic control unit ECU is electrically connected to the driving control unit DCU to receive vehicle driving information, in particular an accelerator value, from the driving control unit DCU. The vehicle driving information may be information collected by various sensors included in the driving control unit (DCU). Although not shown in the figure, it may include various sensors for collecting the accelerator value, door opening and closing information value, RPM value, brake value, gear position value and the like.

The electronic control unit (ECU) receives the signals collected from these sensors as input signals, producing an output signal for controlling the injector or motor. When the vehicle driving information input to the electronic control unit ECU is an analog waveform, the electronic control unit ECU may perform a function of converting the analog waveform to a digital waveform. For example, the electronic control unit (ECU) may convert an analog waveform into a digital form using an A / N calculation method or a PCM (Pluse Code Modulation) method.

The driving control unit DCU electrically connected to the electronic control unit ECU extracts vehicle driving information from the electronic control unit ECU. In addition, as described above, the driving control unit DCU may provide vehicle driving information to the electronic control unit ECU. Therefore, the driving control unit DCU may modulate and transmit the accelerator pedal value information to the electronic control unit ECU.

The driving control unit DCU may include various sensors to collect vehicle driving information provided to the electronic control unit ECU. In addition, the driving control unit DCU may include a part capable of exchanging vehicle driving information with the electronic control unit ECU or the control server CSV.

The control server CSV may be provided outside the vehicle. The control server CSV may collect, classify, and analyze vehicle driving information received from a plurality of vehicles. In addition, the control server (CSV) may provide the analyzed information to the user is allowed access.

The control server (CSV) is an interface module for receiving vehicle driving information, an operating program module for inquiring and analyzing vehicle driving information, a database storing vehicle driving information analyzed by the operating program module, and a request of the operating program module. Accordingly, the database management module may manage a database.

2A and 2B are block diagrams illustrating a driving control system according to another exemplary embodiment of the present invention.

According to an embodiment of the present invention, the driving control unit (DCU) includes an eco-friendly driving control unit (EDP), a safety driving control unit (SDP), and a vehicle information control unit (DSP).

The vehicle information control unit (DSP) stores the vehicle driving information (VI) extracted from the electronic control unit (ECU), and the eco-friendly driving control unit (EDP) and the safe driving control unit (SDP) are based on the vehicle driving information (VI). Change the driving mode. At this time, the eco-friendly driving control unit EDP according to the present invention may automatically change the vehicle driving mode based on the ground inclination information of the vehicle driving information VI.

The eco-friendly driving control unit EDP changes the vehicle driving mode based on the vehicle driving information VI. At this time, a plurality of vehicle driving modes exist. For example, the vehicle driving mode may include a normal mode, a sports mode, a safe driving mode, an eco-friendly driving mode, and the like.

According to the vehicle driving mode, the vehicle driving information VI input to the electronic control unit ECU may vary. Specifically, according to the vehicle driving mode, the EDP may weight the vehicle driving information VI transmitted to the electronic control unit ECU or transmit a modulated value of the specific vehicle driving information VI. have.

For example, when the vehicle is driving in the eco-friendly driving mode, the EDP may input an acceleration input value smaller than the acceleration input value input by the driver using the accelerator pedal to the electronic control unit ECU. I can deliver it. In this case, the acceleration input value provided to the electronic control unit ECU may be a value obtained by multiplying the acceleration input value input by the driver using the accelerator pedal. Therefore, the weight given to the acceleration input value in the eco-friendly driving mode may be a positive number less than one. The weight may vary depending on the needs of the user.

In addition, when driving in the eco-friendly driving mode, the EDP may increase the time for which the acceleration input value input by the driver using the accelerator pedal is transmitted to the electronic control unit (ECU). Therefore, in the eco-friendly driving mode, the acceleration input value input by the driver using the accelerator pedal may be relatively slowly transmitted to the electronic control unit ECU. Accordingly, even when the user accelerates rapidly, the acceleration input value transmitted to the electronic control unit (ECU) does not change rapidly, and the engine response can be kept smooth.

Therefore, when driving in an environment-friendly driving mode, rapid acceleration or sudden deceleration of the vehicle can be prevented. This is because a sudden change in the acceleration input value input to the electronic control unit (ECU) does not occur even if the driver accelerates or decelerates. The electronic control unit (ECU) adjusts the operation of the motor or fuel injector according to the acceleration input value, so that there is no sudden acceleration or sudden braking unless there is a sudden change in the acceleration input value.

When driving in the sport mode, the eco-friendly driving control unit EDP may transmit an acceleration input value larger than an acceleration input value input by the driver using the accelerator pedal to the electronic control unit ECU. In this case, the acceleration input value transmitted to the electronic control unit ECU may be a value obtained by multiplying the acceleration input value initially input by the user. In the sport mode the weight may be a positive number greater than one.

In addition, when driving in a sport mode, the eco-friendly driving control unit (EDP) may reduce the time for which the acceleration input value input by the driver using the accelerator pedal is transmitted to the electronic control unit (ECU). Therefore, the acceleration input value input by the driver using the accelerator pedal can be quickly transmitted to the electronic control unit ECU. Accordingly, the electronic control unit ECU can quickly reflect the change in the movement state of the accelerator pedal.

The acceleration input value described above may be implemented as a magnitude of a voltage. Specifically, the greater the acceleration input value, the greater the voltage can be provided to the electronic control unit (ECU). When the acceleration input value is implemented in the magnitude of the voltage, the acceleration input value provided to the electronic control unit ECU is provided in the form of a digital signal.

The electronic control unit (ECU) controls the motor or the injector according to the received acceleration input value, and can operate the motor or the injector only when a voltage of a specific magnitude or more is input. Therefore, even if a minute voltage due to an error is applied to the electronic control unit ECU, it may not affect the driving of the motor or the injector.

The electronic control unit ECU can control the motor rotation rate or the fuel injection amount of the injector according to the magnitude of the applied voltage. Thus, as the magnitude of the voltage applied to the electronic control unit ECU within a certain range increases, the motor rotation rate may increase or the fuel injection amount of the injector may increase.

The eco-friendly driving unit EDP may automatically change the vehicle driving mode based on the ground inclination information of the vehicle driving information VI.

For example, the EDP may change the vehicle driving mode to a sport mode in an uphill section having a large slope. Since the uphill section requires a relatively larger engine output than the flat section, changing the vehicle driving mode to the sports mode helps the vehicle to easily drive uphill without having to operate the accelerator pedal excessively.

In addition, the EDP may change the vehicle driving mode to the safe driving mode or the eco-friendly driving mode in the downhill section having a large slope. Accordingly, even if the user attempts to accelerate the vehicle by operating the accelerator pedal in the downhill section, the acceleration of the vehicle may be limited.

The safe driving control unit SDP may perform an opening departure prevention function. The opening stop prevention function refers to a function that prevents the vehicle from starting when the door of the passenger seat is open. The opening stop prevention function is controlled by the safe operation control unit (SDP) modulating an Excel value transmitted to the electronic control unit (ECU). Can be performed. Specifically, in a state where the door is open, the safety driving control unit SDP may reduce or not transmit an acceleration input value transmitted to the electronic control unit ECU. Accordingly, even if the driver attempts to accelerate the vehicle by operating the accelerator pedal, the vehicle may not be accelerated.

According to one embodiment, the modulation of the Excel value may be implemented by changing the magnitude of the voltage delivered to the electronic control unit (ECU). In detail, the safe driving control unit SDP may transmit a voltage having a smaller magnitude than that of the driver's accelerator pedal adjustment to the electronic control unit ECU. Accordingly, the electronic control unit ECU can recognize an acceleration value smaller than the acceleration value input by the driver using the accelerator pedal.

Information that the door of the vehicle is open may be obtained from a sensor provided at the door of the vehicle. When the information about the door of the vehicle being opened is obtained from the sensor, the safety driving control unit (SDP) performs an opening departure prevention function.

The vehicle information control unit DSP stores the vehicle driving information VI extracted from the electronic control unit ECU. In addition, the vehicle information controller DSP may call up the stored vehicle driving information VI when a request is received from the eco-friendly driving controller EDP.

Accordingly, the vehicle information controller DSP may include a nonvolatile memory and a volatile memory. Non-volatile memory (NBM) is a memory that retains stored information even when power is not supplied. Therefore, even when the vehicle is not supplied with power, the collected vehicle driving information VI may remain in the vehicle information controller DSP without being deleted. The nonvolatile memory may be a flash memory, a hard disk, a magnetic computer storage device such as a diskette drive, an optical disk drive, or the like.

In addition, the nonvolatile memory may be detached from the driving control unit (DCU) as needed. Accordingly, the user can back up the vehicle driving information VI stored in the nonvolatile memory to a separate storage such as a computer or a mobile phone as necessary.

Volatile memory refers to memory that requires a power supply to maintain stored information. Thus, the information stored in the volatile memory may disappear when the vehicle is not powered.

Volatile memory may be random access memory. Since the random access memory has a high data processing speed, it is possible to quickly process a vehicle driving information VI call requested by the vehicle information control unit DSP. Specifically, the random access memory copies and temporarily stores the vehicle driving information VI stored in the nonvolatile memory, and then stores the stored vehicle driving information VI when the request is made by the electronic control unit (ECU) or the eco-friendly driving control unit (EDP). ) Can be supplied.

Volatile memory includes dynamic random access memory (DRAM), asynchronous DRAM, video DRAM (VRAM), fast page mode DRAM (FPM), pre-RAS refresh CAS, window RAM (WRAM), extended data output (EDO) DRAM, burst EDO (BEDO) DRAM, Multibank DRAM (MDRAM), Synchronous Graphics RAM (SGRAM), Synchronous Dynamic RAM (SDRAM), Direct Rambus DRAM (DRDRAM), Double Data Rate (DDR) SDRAM, Pseudo Static RAM (PSRAM), RLDRAM It may be a positive random access memory (SRAM), CMOS SRAM, asynchronous SRAM, synchronous SRAM, zero bus turnaround (ZBT), syncBurst (etc.).

A self-check control unit SDU may be provided between the electronic control unit ECU and the driving control unit to extract the vehicle driving information VI from the electronic control unit ECU. Vehicle speed information (VSI), door opening and closing information (DOI), gear position information (GPI), brake pedal information (BPI), and the like collected by the electronic control unit ECU may be extracted through the self-check control unit SDU. .

When the self-check control unit SDU detects an abnormal state such as miss fire, overvoltage, overheating, etc. of the engine, the self-check control unit SDU may transmit it to the electronic control unit ECU. The abnormal state stored in the electronic control unit ECU may be transmitted to the vehicle dashboard or the vehicle scanner in the form of an error code. The above-described vehicle abnormality state is included in the illustrated vehicle driving information VI and is also transmitted to the driving control unit DCU according to the present invention.

The self checking control unit SDU and the driving control unit DCU may be connected by wire or wirelessly. When the wire is connected, the driving control unit (DCU) and the self checking control unit (SDU) may be connected by a connection line corresponding to the self checking control unit (SDU) connector. The SDU connector may be Korean On-Board Diagnosis (KOBD), On-Board Diagnosis Version I (OBD-1), OBD-2, European On-Board Diagnosis (EOBD), or the like. In addition, the self-check control unit (SDU) and the driving control unit (DCU) may be wirelessly connected. In this case, a Bluetooth, IEEE 802.15.1, or CAN (Controller Area Network) communication method may be used.

The self-check controller SDU may perform a bypass function and a watchdog function. The bypass function controls the system's operation in the event of a vehicle failure. The watchdog function displays the relevant items on the screen indicator and controls the operation of the system in case of failure of the system itself.

3A and 3B are block diagrams illustrating a driving control system according to another exemplary embodiment of the present invention.

3A and 3B, the driving control unit DCU further includes a communication control unit CPC for communicating with a control server CSV.

In addition, the communication control unit (CCP) may include a wireless communication unit (WCP). The wireless communication unit (WCP) may perform short range wireless communication and / or long range wireless communication.

For long distance wireless communication, Code Division Multiple Access (CDMA), GSM, GPRS, EDGE, WCDMA, UMTS, TD-SCDMA, HSDPA, HSUPA, HSPA +, LTE Various communication methods used in the art, such as a method, an EV-DO method, and a WIBRO method, may be used. There is no limitation on the wireless communication method that can be used in the present invention, and various methods may be used in addition to the above-described methods.

When using the code division multiple access scheme, the wireless communication unit (WCP) may include a CDMA module for accessing a CDMA network and transmitting vehicle driving information in real time.

Code division multiple access is a technology that allows multiple users to access a single cell using a code. In case of using the code division multiple access scheme, different spreading codes are provided for different users, and thus a plurality of users can simultaneously communicate with a control server (CSV) through a CDMA network. Accordingly, one control server CSV may simultaneously receive vehicle driving information VI transmitted from a plurality of vehicles.

Near field communication methods include ZigBee (IEEE 802.15.4), Bluetooth (Bluetooth, IEEE 802.15.1), UWB (Ultra Wideband, IEEE 802.15.3), IrDA (IRDA 1.0 / 1.3), W-LAN WiFi ( IEEE 802.11) and the like can be used.

ZigBee has the advantage of being able to run at low power and low cost. ZigBee has a transmission distance of about 10M and a transmission rate of about 250 kbps.

Bluetooth has the advantage of transmitting voice data. Bluetooth has a transmission distance of about 10M and a transmission speed of about 1 Mbps to about 3 Mbps.

UWB has the advantage of being able to transfer large amounts of data at high speed. UWB has a transmission distance of about 10M and a transmission speed of about 100 Mbps to about 480 Mbps.

When the wireless communication unit WCP performs short-range wireless communication, a wireless communication terminal CD may be further provided for relaying the wireless communication unit WCP and the control server CSV.

The wireless communication terminal (CD) may be provided inside the vehicle for smooth communication. In this case, the interior of the vehicle includes a cabin area of the vehicle. The wireless communication terminal (CD) may be a mobile phone owned by a driver, a tablet PC, a notebook computer, a PDS, or the like.

The wireless communication terminal (CD) provided in the vehicle can perform short-range wireless communication with the wireless communication unit (WCP) of the driving control unit (DCU), and can perform long-range wireless communication with the control server (CSV) outside the vehicle.

In order to relay data communication between the driving control unit (DCU) and the control server (CSV), relay software may be installed in the wireless communication terminal (CD). The relay software helps the travel control system according to the invention to take advantage of long distance wireless communication of a wireless communication terminal (CD).

The relay software may transmit the vehicle driving information VI to the control server CSV at predetermined time intervals without user intervention. In addition, the relay software may perform a function of receiving the vehicle driving information VI from the wireless communication unit WCP and storing the vehicle driving information VI in the wireless communication terminal CD. The data transmission / reception interval between the wireless communication unit (WCP) and the wireless communication terminal (WCP) may also vary according to user settings.

On the contrary, the relay software of the wireless communication terminal (CD) receives the vehicle driving information (VI) at a predetermined time interval from the control server (CSV), and at a predetermined time interval in the wireless communication unit (WCP) of the driving control unit (DCU). A function of transmitting the vehicle driving information VI may be performed.

The wireless communication terminal (CD) may be connected to the power source of the vehicle or may be provided with a separate power source independent of the power source of the vehicle. The wireless communication terminal (CD) may be a communication module or communication device installed in a vehicle, as well as a mobile phone owned by a driver, a tablet PC, a notebook computer, a PDS, and the like.

When the wireless communication terminal CD includes a power source other than the vehicle power source, the wireless communication terminal CD and the control server CSV may communicate even when the vehicle power is turned off. When there is a specific event, the wireless communication terminal (CD) can transmit the specific type of vehicle driving information (VI) to the control server (CSV). For example, the wireless communication terminal (CD) receives the vehicle failure information whenever the near field communication between the wireless communication terminal (CD) and the wireless communication unit (WCP) of the driving control unit (DCU) is terminated or resumed. Can be sent by Therefore, when the vehicle is started or when the vehicle is turned off, the vehicle failure information can be transmitted to the control server CSV.

4 is a block diagram illustrating a driving control system according to another exemplary embodiment of the present invention.

According to FIG. 4, the driving control unit DCU includes an environmentally friendly driving control unit EDP, a safety driving control unit SDP, a communication control unit CPP, and a vehicle information control unit DSP. May be expressed as a module divided into tasks and functions, and in this case, the module may be configured as a software module or a hardware module. Hereinafter, components of the operation control unit (DCU) that are not described above and components connected thereto will be described in detail.

The vehicle information controller (DSP) may perform a real time vehicle information collection / storage function, a vehicle location information collection / storage function, a vehicle tilt value collection / storage function, and a vehicle failure information collection / storage function.

Real-time vehicle information can be obtained from the self-check control unit (SDU).

The vehicle position information may be obtained from a GPS receiver included in the vehicle information controller DSP. The GPS receiver performs a function of acquiring vehicle location information. The GPS receiver determines the position vector of the receiver by receiving the microwaves transmitted from the satellite.

In addition, the vehicle tilt value may be obtained from a gyro sensor included in the vehicle information controller DSP. In addition, the vehicle fault information may be collected / stored by obtaining a fault code (DTC: Diagnostic Trouble Code) from the self-check control unit (SDU).

The communication control unit (CCP) includes a wired communication unit (ACP). The wired communication unit CCP is electrically connected to the display unit DP. The wired communication unit ACP outputs the vehicle driving information and the state of the vehicle control system received from the electronic control unit ECU, the self-check control unit SDU, or the control server CSV so that the driver can view it. The wired communication unit (ACP) may be installed at one side of the vehicle center fascia or the instrument panel. The wired communication unit ACP may be separately installed on the vehicle dashboard.

The vehicle is provided with an accelerator pedal sensor (APS), which is installed on the accelerator pedal to measure the degree to which the driver operates the accelerator pedal. Accelerator pedal sensor (APS) is configured in a pressure sensor method can measure the pressure the user presses the accelerator pedal. However, the operation method of the accelerator pedal sensor APS is not limited thereto, and the accelerator pedal sensor APS may operate in a manner of detecting a change in the position of the accelerator pedal.

The accelerator pedal information API may be combined with the vehicle speed information API and the acceleration information provided by the electronic control unit ECU to be used to more accurately measure the acceleration input value by the driver.

5 is a flowchart illustrating a driving mode change algorithm according to an embodiment of the present invention.

According to FIG. 5, the eco-friendly driving controller may automatically change the vehicle driving mode when the acceleration change amount of the vehicle exceeds the acceleration reference amount. For example, the eco-friendly driving control unit may change the sport mode or the normal mode (the second vehicle driving mode) to the eco-friendly driving mode (the first vehicle driving mode). At this time, the acceleration weight according to the eco-friendly driving mode (first vehicle driving mode) is smaller than the acceleration weight according to the normal mode or the sports mode (second vehicle driving mode).

In detail, the eco-friendly driving control unit may extract the first acceleration AC1 from the first vehicle information received at the first time t1 (S101). The first acceleration AC1 refers to the acceleration at the first time t1 of the vehicle. The first acceleration AC1 may be received from the electronic control unit or from an acceleration sensor provided to the travel control unit.

Next, the eco-friendly driving control unit may extract the second acceleration AC2 from the second vehicle information received at the second time t2, which is a time point after the first time t1 (S102). After extracting the second acceleration AC2, the eco-friendly driving control unit calculates the acceleration change amount. The acceleration change amount can be calculated by Equation 1 below.

[Equation 1]

Next, the eco-friendly driving control unit compares the acceleration change amount and the acceleration reference amount calculated by Equation 1 (S104). The acceleration reference amount is a variable value that can be arbitrarily set by the user. If the acceleration change amount is more than the acceleration reference amount, the eco-friendly driving control unit changes the vehicle driving mode to the eco-friendly driving mode (S105).

In the eco-friendly driving mode, as described above, the eco-friendly driving controller may multiply the acceleration input value by a weight less than 1 or increase the time for transmitting the acceleration input value to the electronic control unit. Accordingly, sudden acceleration or deceleration of the vehicle may be limited.

In addition, in the eco-friendly driving mode, the eco-friendly driving control unit may control the acceleration change amount not to exceed the acceleration reference amount. In the above algorithm, when the acceleration change amount is larger than the acceleration reference amount, the eco-friendly driving controller may not transmit the second acceleration AC2 received at the second time t2 to the electronic control unit. Accordingly, acceleration of the vehicle may be limited even if the user continuously presses the accelerator pedal. The eco-friendly driving control unit may transmit the second acceleration AC2 to the electronic control unit only when the acceleration change amount is smaller than the acceleration reference amount.

5 illustrates an algorithm for changing a driving mode to an eco-friendly driving mode by using an acceleration change amount, but the eco-friendly driving control unit may change the vehicle driving mode by measuring an engine speed (RPM). For example, when the engine speed acquired from the electronic control unit is a predetermined value or more, the eco-friendly driving control unit may change the vehicle driving mode to the eco-friendly driving mode.

In addition, the eco-friendly driving control unit may change the vehicle driving mode in consideration of the vehicle inclination value obtained by the gyro sensor, the gear value in the current driving state, the axel value, the engine load factor, and the like. As a result, unreasonable vehicle operation can be prevented and fuel can be saved.

6 is a flowchart illustrating a driving mode change algorithm according to another embodiment of the present invention.

According to FIG. 6, when the slope value information higher than the reference slope is input, the eco-friendly driving controller may automatically change the vehicle driving mode. For example, the eco-friendly driving control unit may change the eco-friendly driving mode (first vehicle driving mode) to a sport mode or a normal mode (second vehicle driving mode). At this time, the acceleration weight according to the normal mode or the sports mode (second vehicle driving mode) is greater than the acceleration weight according to the eco-friendly driving mode (first vehicle driving mode).

First, the eco-friendly driving control unit acquires ground inclination information (S201). Ground inclination information may be acquired through a GPS receiver or a gyro sensor. The ground slope information includes the slope of the road on which the vehicle is driving. In this case, the uphill road may be expressed as a positive slope, and the downhill road may be expressed as a negative slope.

Next, the eco-friendly driving control unit compares the slope and the reference angle of the road according to the ground inclination information (S202). If the inclination of the road according to the ground inclination information is larger than the reference angle, the eco-friendly driving control unit checks the current vehicle driving mode (first vehicle driving mode) (S203). The eco-friendly driving controller checks whether a vehicle driving mode (second vehicle driving mode) having an acceleration weight greater than the acceleration weight according to the current vehicle driving mode (first vehicle driving mode) exists (S204), and if present, greater acceleration The vehicle driving mode is changed to a vehicle driving mode having a weight (second vehicle driving mode) (S205).

For example, when the vehicle encounters an uphill steeper than the reference angle, the eco-friendly driving controller may change the eco-friendly driving mode to the normal mode or the sport mode.

7 illustrates a driving control system according to an embodiment of the present invention. Referring to FIG. 7, different vehicles VC1 and VC2 communicate with the same control server CSV using different wireless communication terminals CD1 and CD2.

Specifically, first, vehicle driving information collected from each of the vehicles VC1 and VC2 is transmitted to the wireless communication terminals CD1 and CD2 through the driving control unit. In this case, the vehicle driving information may include vehicle speed information (VSI), ground slope information (LSI), vehicle failure information (VMI), brake pedal information (BPI), and the like.

The wireless communication terminals CD1 and CD2 give a vehicle unique ID and a driver unique ID. For example, in the case of the first vehicle VC1, a vehicle unique ID of VC1 may be received through the first wireless communication terminal CD1. In addition, in the case of the second vehicle VC2, a vehicle unique ID of VC2 may be received through the second wireless communication terminal CD2. In addition, the first driver driving the first vehicle VC1 may be given a driver unique ID of DV1, and the second driver driving the second vehicle VC2 may be given a driver unique ID of DV2.

Since the driver's unique ID varies depending on the driver, an identification code collected from the vehicle may be different when another driver drives the same vehicle. In particular, in the case of a business vehicle belonging to a transportation company, even if the same vehicle, the driver may be different. By including a driver ID and a vehicle ID in an identification code, driving information for each vehicle and driver may be acquired.

The first and second wireless communication terminals CD1 and CD2 also assign identification codes to vehicle driving information collected from each of the vehicles VC1 and VC2 after granting the vehicle unique ID and the driver unique ID. In this case, the identification code may vary according to the type of collected vehicle driving information. In addition, the identification code may be provided in a form combined with the vehicle unique ID. For example, the vehicle speed information VSI collected from the first vehicle VC1 driven by the first driver may be assigned an identification code of VC1_DV1_V including the first vehicle ID VC1 and the first driver ID DV1. Can be. In the same manner, an identification code of VC1_DV1_S is included in the ground slope information LSI collected by the first vehicle VC1, an identification code of VC1_DV1_M is included in the vehicle failure information VMI, and VC1_DV1_B is included in the brake pedal information BPI. May be given an identification code. The identification code may be assigned in the same manner to the vehicle driving information collected by the second vehicle VC2 driven by the second driver.

The vehicle driving information given the identification code is transmitted to the control server CSV through each of the wireless communication terminals CD1 and CD2. In this case, data communication may be performed using a mobile communication network used by the wireless communication terminals CD1 and CD2.

The control server CSV classifies and stores the received vehicle driving information using the mapping table VIM. The mapping table VIM has a vehicle unique ID and a vehicle driving information identification code. The mapping table VIM may first divide vehicle driving information according to a vehicle unique ID. Accordingly, the collected vehicle driving information may be divided and stored for each vehicle to be collected first.

Next, the mapping table VIM may classify the vehicle driving information according to the identification code. Therefore, the same type of vehicle driving information is stored in the same location, so that the necessary data can be quickly found when a request for the collected vehicle driving information is requested.

In addition, since the same type of vehicle driving information is stored in the same location, it is easy to analyze a change trend over time of the specific vehicle driving information.

For example, as the ground slope information LSI is sequentially stored in the same position over time, it is possible to track the change of the height of the road using only the ground slope information LSI.

In addition, by continuously collecting vehicle speed information (VSI) and brake pedal information (BPI), it is possible to analyze a driving habit of a specific vehicle. Accordingly, when the driver continuously accelerates or brakes, the control server CSV forces the driving mode of the vehicles VC1 and VC2 into the eco-friendly driving mode by using the wireless communication terminals CD1 and CD2 and the driving control unit. You can also switch to The forced operation mode switching function using the control server (CSV) may be performed for a vehicle belonging to a transportation company rather than a general user.

The above is related to vehicle driving information analysis that can be performed for a vehicle of a specific ID. However, the control server CSV may analyze the vehicle driving information collected from the plurality of vehicles by big data.

In addition, the control server (CSV) may be equipped with a firewall to prevent hacking by other users. Firewalls can be implemented by using security programs used in the art.

For example, the control server CSV may relay or predict the traffic volume of a specific location by combining vehicle speed information VSI among big data collected from a plurality of vehicles. That is, when vehicle speed information (VSI) collected from vehicles entering a specific section gradually decreases, the control server CSV may predict that congestion will occur in the specific section. Traffic information predicted by the control server CSV may be provided to the driver through the wireless communication terminals CD1 and CD2. In this case, the received traffic information may be output from the wireless communication terminals CD1 and CD2 or may be output from a separate display unit provided in the vehicle.

In addition, the control server CSV may predict that congestion will occur in a specific section by analyzing big data heavy vehicle failure information VMI collected from a plurality of vehicles. In detail, in an area in which a vehicle in which vehicle failure information (VMI) is continuously collected is driving, it may be expected that the vehicle stops due to a failure and traffic jams occur in the area accordingly. Accordingly, the control server CSV may notify other drivers of the analysis result that the traffic jam may occur in the area where the breakdown vehicle is located through the wireless communication terminal. In addition, the vehicle control may be performed to prevent the vehicle from increasing in speed by a certain level or more using the driving control unit.

For vehicles belonging to the transport company, the control server (CSV) may analyze the average number of fuels per vehicle and provide the transport company manager. Specifically, the control server (CSV) combines the vehicle coordinate values collected from the vehicle belonging to the transportation company, the time value of stopping or stopping, and the increase in the in-vehicle fuel flow information value, so as to know whether the vehicle is refueling at a particular gas station. Can be.

8 illustrates an operation screen of the driving control system according to an embodiment of the present invention.

The vehicle driving information is displayed on the display unit in the form as shown in FIG. 8. However, the screen shown in FIG. 8 is merely an example, and a person skilled in the art may change the configuration of the screen output to the display unit from that shown in FIG. 8 as necessary.

Referring to the screen configuration of FIG. 8, the fuel amount, the engine output, and the torque value are output. In addition, the current driving mode (region indicated by ECHO), whether the vehicle door is opened or closed (region indicated by DOOR OPEN), whether the By-Pass function is activated, whether the watch dog function is activated, etc. may be displayed on the screen.

Details of the bypass function and the watchdog function are as described above.

Although the above has been described with reference to a preferred embodiment of the present invention, those skilled in the art or those skilled in the art without departing from the spirit and scope of the invention described in the claims to be described later It will be understood that various modifications and variations can be made in the present invention without departing from the scope thereof.

Therefore, the technical scope of the present invention should not be limited to the contents described in the detailed description of the specification but should be defined by the claims.

DCU: Travel Control Unit ECU: Electronic Control Unit
CSV: Control Server EDP: Eco Operation Control
SDP: safe driving control unit DSP: vehicle information control unit
SDU: Self Check Control CCP: Communication Control

Claims (20)

A vehicle information controller configured to store vehicle driving information; And
It includes an eco-friendly driving control unit for changing the vehicle driving mode based on the vehicle driving information,
The eco-friendly operation control unit,
Automatically changing the vehicle driving mode based on ground inclination information having an angle greater than a reference angle among the vehicle driving information,
According to Equation 1 below, the amount of acceleration change is calculated according to the vehicle driving information,

[Equation 1],
Here, t1 is a first time when the first vehicle driving information is received, t2 is a time point later than the first time, and a second time when the second vehicle driving information is received, AC1 is extracted from the first vehicle driving information. Is a first acceleration, AC2 is a second acceleration extracted from the second vehicle driving information,
Comparing the acceleration change amount with an acceleration reference amount that is a variable value that can be arbitrarily set by a user,
When the acceleration change amount exceeds the acceleration reference amount, the vehicle driving mode is changed to the eco-friendly driving mode in the sports driving mode, and in the eco-friendly driving mode, the second acceleration is not transmitted to the electronic control unit so that the acceleration of the vehicle is limited. ,
The communication control unit may be further configured to transmit the vehicle driving information stored in the vehicle information control unit to an external server or a wireless communication terminal at predetermined time intervals so that any one of the traffic volume at a specific location and the average number of times for each vehicle is relayed or predicted. Including,
And a driving control unit configured to vary a time during which the acceleration input value input by the driver using the accelerator pedal is transferred to the electronic control unit during driving of the eco-friendly driving mode. The method of claim 1,
And the eco-friendly driving control unit automatically changes the vehicle driving mode when the ground inclination information having an angle greater than a reference angle is input. The method of claim 2,
The vehicle driving mode includes at least a first vehicle driving mode and a second vehicle driving mode,
The acceleration weight according to the second vehicle driving mode is greater than the acceleration weight according to the first vehicle driving mode,
And the eco-friendly driving control unit changes the first vehicle driving mode to the second vehicle driving mode when the ground inclination information having an angle greater than a reference angle is input. The method of claim 1,
And the vehicle information control unit includes a gyro sensor or a GPS sensor to acquire the ground inclination information. delete delete The method of claim 1,
The vehicle driving information includes vehicle failure information,
And the communication control unit transmits the vehicle failure information to the external server when starting the vehicle or turning off the vehicle. The method of claim 1,
And the eco-friendly driving control unit automatically changes the vehicle driving mode when the acceleration change amount of the vehicle exceeds the acceleration reference amount. The method of claim 8,
The vehicle driving mode includes a first vehicle driving mode and a second vehicle driving mode,
The acceleration weight according to the second vehicle driving mode is greater than the acceleration weight according to the first vehicle driving mode,
And the eco-friendly driving control unit changes the second vehicle driving mode to the first vehicle driving mode when the acceleration change amount larger than the acceleration reference amount is input. An electronic control unit for controlling the driving of the vehicle according to the vehicle driving information;
A driving control unit for extracting the vehicle driving information from the electronic control unit; And
It includes a control server for exchanging the vehicle driving information with the driving control unit,
The driving control unit
A vehicle information controller configured to store the vehicle driving information; And
It includes an eco-friendly driving control unit for changing the vehicle driving mode based on the vehicle driving information,
The eco-friendly operation control unit,
Automatically changing the vehicle driving mode based on ground inclination information having an angle greater than a reference angle among the vehicle driving information,
According to Equation 1 below, the amount of acceleration change is calculated according to the vehicle driving information,

[Equation 1],
Here, t1 is a first time when the first vehicle driving information is received, t2 is a time point later than the first time, and a second time when the second vehicle driving information is received, AC1 is extracted from the first vehicle driving information. Is a first acceleration, AC2 is a second acceleration extracted from the second vehicle driving information,
Comparing the acceleration change amount with an acceleration reference amount that is a variable value that can be arbitrarily set by a user,
When the acceleration change amount exceeds the acceleration reference amount, the vehicle driving mode is changed to the eco-friendly driving mode in the sports driving mode, and in the eco-friendly driving mode, the second acceleration is not transmitted to the electronic control unit so that the acceleration of the vehicle is limited. ,
The communication control unit may be further configured to transmit the vehicle driving information stored in the vehicle information control unit to an external server or a wireless communication terminal at predetermined time intervals so that any one of the traffic volume at a specific location and the average number of times for each vehicle is relayed or predicted. Including,
And a driving control system configured to vary the time for which the acceleration input value input by the driver using the accelerator pedal is transferred to the electronic control unit when driving in the eco-friendly driving mode. delete The method of claim 10,
And a wireless communication terminal provided between the control server and the driving control unit to relay transmission and reception of the vehicle driving information between the control server and the driving control unit. The method of claim 12,
The wireless communication terminal or the communication control unit assigns a vehicle unique ID and a driver unique ID to the vehicle driving information,
And the control server classifies the received vehicle driving information according to the vehicle unique ID and the driver unique ID. The method of claim 13,
The wireless communication terminal or the communication control unit gives different identification codes according to the type of the vehicle driving information,
The control server classifies the received vehicle driving information according to the vehicle unique ID and the driver unique ID,
And classify and store the vehicle driving information according to the identification code of the vehicle driving information. The method of claim 14,
The wireless communication terminal or the communication control unit requests the control server to transmit the vehicle driving information having a first identification code according to a user's request.
And the control server transmits the vehicle driving information having the same identification code as the first identification code or a predetermined related identification code to the wireless communication terminal or the communication control unit. The method of claim 10,
And the eco-friendly driving control unit automatically changes the vehicle driving mode when the ground inclination information having an angle greater than a reference angle is input. The method of claim 16,
The vehicle driving mode includes at least a first vehicle driving mode and a second vehicle driving mode,
The acceleration weight according to the second vehicle driving mode is greater than the acceleration weight according to the first vehicle driving mode,
And the eco-friendly driving control unit changes the first vehicle driving mode to the second vehicle driving mode when the ground inclination information having an angle greater than a reference angle is input. The method of claim 10,
And the eco-friendly driving control unit automatically changes the vehicle driving mode when the acceleration change amount of the vehicle exceeds the acceleration reference amount. The method of claim 18,
The vehicle driving mode includes a first vehicle driving mode and a second vehicle driving mode,
The acceleration weight according to the second vehicle driving mode is greater than the acceleration weight according to the first vehicle driving mode,
And the eco-friendly driving control unit changes the second vehicle driving mode to the first vehicle driving mode when the acceleration change amount larger than the acceleration reference amount is input. delete

Images