KR19990010940A - Vehicle navigation management system and control method - Google Patents

Abstract

The vehicle navigation management system of the present invention processes the GPS signal from the GPS receiver to obtain vehicle operation information, and performs taco operation according to the taco key input to obtain vehicle information, thereby simultaneously obtaining GPS vehicle operation information and taco function information. The message frame data is processed so that accurate vehicle status and driving information can be communicated to the situation room in the form of serial data and frame messages through the RF wireless modem. To be recalled and retrieved to function as a black box.

Description

Vehicle navigation management system and control method

The present invention relates to the management of a vehicle equipped with a GPS receiver, and relates to a new vehicle navigation management system incorporating a taco function in a GPS receiver and a control method thereof.

As a representative example of the prior art, Korean Patent Publication No. 96-4153 is disclosed. This technology incorporates a GPS signal receiver in a vehicle terminal, and combines a GPS signal with a radio that can transmit and receive voice and data signals for various types of information in the computer compartment of the vehicle terminal and main station. GPS radio to receive the vehicle's location and unique number automatically from the main system through the radio on the main system, and to send / receive various information between the main station and the terminal of the vehicle by voice or code signal. A vehicle identification system for transmitting and receiving voice and data is disclosed.

That is, the device combines a radio and car phone with the vehicle operation system to transmit driving information about the vehicle in operation to the main station so that the current vehicle status is displayed on the CRT screen of the main station. do.

However, the device does not disclose any technical details on how the vehicle information is displayed in real time on the main computer of the situation room and how to control a plurality of vehicles.

In addition, Japanese Unexamined Patent Application Publication No. 5-67113 discloses a vehicle driving situation management system. This system is designed to improve the operation efficiency of trucks, etc., and to improve the efficiency of delivery service. The display device displays navigational signals including orbital data and time from multiple GPS satellites and displays the location of the vehicle. A vehicle management recorder for recording data on driving of a vehicle, and a mobile wireless transceiver for transmitting the vehicle management data and electric vehicle position data to a vehicle, and display the vehicle position by receiving the vehicle position and driving data. On the basis of this data, a mobile radio base station is installed in the office that transmits the data to the electric vehicle radio transmitter and receiver so as to obtain the data from the workstation.

Further, the automobile is equipped with a driving management recording apparatus which displays data on the on-vehicle display device in accordance with an electric instruction from the office-side mobile radio base station received by the onboard mobile radio transceiver.

In the driving management recorder having such a configuration, driving data such as driving distance and time of the vehicle is input according to the driver, and the mobile wireless transceiver transmits and receives the driving data wirelessly, and this data is relayed to the wireless control station so that the office works. Supplied to the station.

The work station displays the location of the vehicle in latitude, longitude, etc., and gives the loading instruction and other work instructions based on the location and data of the car. At the same time, information necessary for the delivery service, such as information, is displayed on the display device, and the speaker wirelessly transmits to the mobile base station by voice.

Therefore, the office side keeps track of the delivery work and current position of the car being delivered by the display device at all times in real time, and the car is periodically provided with the dispatch instruction, road congestion information and road guide information. It is described that it is possible to lower the shipping cost by improving the efficiency and increasing the efficiency of the delivery service.

However, there is no disclosure of how all of this vehicle information is verified at the office's workstation in real time.

This device reads the driving information of the vehicle by the same configuration and not the other configuration of the navigation system mounted on the vehicle, and substitutes this information into the map information as necessary to identify and direct the driving status of the delivery vehicle. Is disclosed.

In other words, a workstation installed in an operation room or an office only receives driving data from a vehicle, and fails to indicate a method or configuration of processing this information after reception. In addition, this technology has a taco function of a vehicle, but it is not disclosed how to realize it.

In order to solve this problem, the present invention is to provide a vehicle navigation management system and a control method that combines the function of the tachometer in a vehicle equipped with a GPS receiver.

Another object of the present invention is to provide a vehicle navigation management system and a method of controlling the GPS satellite signal processing and tacos input processing at the same time to communicate the taco information according to the vehicle status and driving information with the situation room wired and wireless.

Another object of the present invention is to provide a vehicle navigation management system and a method of controlling the GPS satellite signal data and taco function data, storing them in a flash memory as message frames, and storing the stored data in wired and wireless communication with the situation room.

It is another object of the present invention to provide a vehicle navigation management system and a control method thereof, which can expand and change taco details in taco function processing, calculate a corresponding fee, and check vehicle status at any time. do.

It is still another object of the present invention to provide a vehicle navigation management system and a control method thereof, which enable to issue tacos as a receipt.

Therefore, the present invention facilitates the information management of the situation room in processing the taco function, the operation can be made according to the instructions of the situation room, and extends the taco function in relation to taco information, thereby giving flexibility to the fare calculation method and the vehicle. By proactively detecting maintenance in accordance with status, we ensure the service and reliability of our customers.

The present invention relates to a vehicle navigation management system. The system provides a door sensor, a speed sensor, a voice sensor, and a vehicle driving control for detecting a current state of a vehicle for managing a vehicle equipped with a GPS receiver using a commercial communication network. Key input unit input by the driver, GPS receiver that calculates and outputs the temporal deviation of the signal sent from the GPS satellite as a coordinate signal, at least one memory for temporarily storing the data obtained by the system's own program and system program operation, Short-range and long-range wireless devices that allow wireless communication between the vehicle and the situation room using a commercial communication network in real time, based on the signal from the GPS receiver, driving status, coordinates, latitude, longitude, defense, vehicle speed, distance, It consists of a main microcomputer that calculates time, day, month, and day. It stores data on a number of geographical coordinates, the position, speed, and status of a previously operated vehicle, and stores taco key input and vehicle status in relation to the taco function, and stores the signal from the voice sensor as a digital signal. A flash memory card with an asynchronous ARAM, a key input unit for receiving a plurality of key inputs such as tacho function classification, vacancy, driving, surcharge, payment, compound call, discount, and a taco function key input are displayed. In addition to the vehicle speed according to taco function processing, it is interfaced with the VFD for displaying tariffs, VAT, aggregated tariff classification items, vehicle status, etc., and the input / output port of the main microcomputer. It processes the signal from the input unit, checks the state of the vehicle, inputs it to the main microcomputer, and displays the result under its control. Receives signals from the sub-microcomputer and the sub-microcomputer to perform taco processing, and accordingly displays taco according to the vehicle status, performs message frame processing to store and output the vehicle status and driving information in the flash memory. It consists of a controlling main microcomputer.

In addition, the present invention relates to a method for controlling a vehicle navigation management system, and to establish a GPS receiver, a vehicle speed sensor input, a key input, a peripheral device of a serial / parallel port to manage a vehicle equipped with a GPS receiver using a commercial communication network. The step of setting the charge and reading the previous vehicle status data from the flash memory, the main microcomputer controlling the GPS receiver to process the GPS message, and the submicrocomputer checking the taco function key input and the vehicle status. It is composed of the steps of displaying the data or causing the main microcomputer to perform taco processing and wirelessly communicate with the situation room.

In addition, the present invention is a wireless transmission processing to control the communication between the system and the situation room, this method is to mark the radio transmission in the VFD, attach the header and tail to the RF buffer to be transmitted and make a communication registration code and transmit the data frame And checking the received command in the RF buffer after a predetermined delay time, and determining whether the received command is a group checking command, and in the case of a group command, checking whether the group is a group and giving a group checking answer. And performing a 1: 1 RF process if the group is not a group, and checking the vehicle number if the command is not a group check command and performing a 1: 1 RF process, and the vehicle number is not confirmed. If the acknowledgment is not confirmed after the acknowledgment is confirmed, it is determined whether the data request or retransmission request is required. Comprised of steps: The present invention performs the RF transmission processing to control the communication between the system and the situation room, the method extracts a command frame from the RF buffer to determine whether there is a received command, analyzes the received command to terminate the command and then register communication Check the code and determine if the received command is group check, and if it is group check, determine whether the RF processing step is 1 and if the group number is correct. And if it is determined that the vehicle number identification is not the group identification in the above step, and if the RF processing stage is 1 and the vehicle number is determined according to the result of the group identification transmission, the RF processing stage may be set to 1. If the vehicle number is not confirmed, determine whether it is a data request. If the transmission is not a data request or a transmission confirmation, the transmission ends.

The present invention performs message preprocessing in order to control communication between the system and the situation room while driving a vehicle. The method includes the steps of reading and arranging and transmitting a message from a real time control unit from a transmission start address to a final address of a flash memory and transmitting confirmation. If so, record the next address to be transmitted to the real-time control unit, determine whether the startup is off, record the business start data when the startup is off, and initialize the tacos and reset the radio transmission status if the startup is continued. Terminating the transmission and resetting the state of the VFD and emptying the GPS buffer of the RF buffer.

The present invention performs a message frame transmission to communicate a message frame between a system and a situation room while driving a vehicle. The method reads a block to be transmitted, reads 25 bytes of data in a flash memory structure, and has an event code of 0x00. Checking the data of the data buffer every minute by judging the authorization, and putting it into the RF buffer to transmit the data, and determining whether it is the key input code after empty car key input or empty car, if the code is confirmed, put the data into the BKD buffer and transmit RF data. And the step of determining whether the starting door opening confirmation code is in the vehicle state, and if the code is confirmed, inserting the data into the BKD buffer and transmitting the RF, and if the code is confirmed by determining the sudden braking continuous confirmation code of the vehicle, RF transmission step, and the brake braking moment confirmation code is determined, and if the code is confirmed, put the data into the BKD buffer RF When the code is confirmed by determining whether it is the business start confirmation code of the vehicle, the step of putting the data into the BKD buffer, and transmitting the RF, and judging whether the above transmissions were successful, When the code is confirmed by checking, the data is put into the RF buffer and RF transmission is performed.

1 is a schematic diagram showing a wired / wireless communication method between a GPS equipped vehicle and a situation room.

2 is a block diagram schematically showing the configuration of this invention.

3A and 3B are main flowcharts illustrating the operation of this invention.

4A, 4B and 4C are flowcharts illustrating the operation of preprocessing a GPS message frame in accordance with this invention.

5 is a flowchart illustrating an operation of processing a GPS message frame in accordance with the present invention.

6 is a flowchart for preprocessing a plurality of key inputs in accordance with this invention.

7 is a flowchart for processing a discrimination key input that does not change in accordance with this invention.

8A and 8B are flowcharts for processing a discriminating key input in accordance with this invention.

9A, 9B, 9C, 9D, 9F, 9G and 9H are flowcharts in which a submicrocomputer tacos a plurality of key inputs according to the present invention.

10A and 10B are flowcharts showing a method of transmitting taco processed data according to a key input to a main microcomputer according to the present invention.

Fig. 11 is a flowchart showing the control operation of VFD (Vaccum Fluorescence Display vibration fluorescence display device, hereinafter VFD) according to the present invention.

12A, 12B, and 12C are flowcharts showing operations for processing taco functions according to the present invention.

13A, 13B and 13C are flowcharts illustrating an operation of processing an alarm for a vehicle state according to the present invention.

Fig. 14 is a flowchart showing speed display processing based on taco processing while driving a vehicle according to the present invention.

Fig. 15 is a flowchart showing an operation of transmitting wireless data according to the present invention.

Fig. 16 is a flowchart showing the RF processing operation of vehicle data according to the present invention.

17 is a flowchart showing an operation of transmitting driving information while driving a vehicle according to the present invention.

18A, 18B and 18C are flowcharts illustrating the operation of transmitting a message frame with vehicle status and driving information in accordance with this invention.

* Explanation of symbols for main parts of the drawings

1,2: Primary, secondary microcomputer 3,4,5: Memory

6: Flash memory 10: VFD

31: GPS receiver 40: printer

P: Repeater M: Situation Room

M ': exchange stations a, b, c, d... : Vehicle with GPS Receiver

n1, n2... , n: GPS satellites

The present invention will be described in detail with reference to the accompanying drawings.

As shown in FIG. 1, a vehicle (a, b, c, d ...) equipped with a GPS receiver for satellite signals from N GPS satellites (n1, n2 ... n) over 25000 km above the ground ...) is received and processed as described in detail later to perform long-range wireless communication or short-range wireless communication to the situation room (M) via the wireless data repeater (P) through its own long-range or short-range transceiver.

At the same time, these vehicles (a, b, c, d) are in wireless communication with the electronic switching center (M '), which communicates with the situation room (M) via a dedicated wired line. Make this possible. Here, the vehicle equipped with a GPS receiver is a vehicle navigation management system combining a GPS vehicle navigation system and a tachometer according to the principles of the present invention, as shown in FIG.

That is, the vehicle navigation management system is similar to the configuration disclosed in the prior patent application No. 97-7301 with respect to the GPS receiver, which receives a signal from a GPS satellite and processes it at a receiver, processes the signal at a main computer, and stores it in a memory. It handles to save or display on the monitor, and has the function to send and receive data through the wireless modem. However, the configuration and operation thereof, as described and claimed below, can be combined with the taco function to reduce the traffic problems caused by the safety operation and accident prevention of the vehicle and illegal operation of the vehicle.

In detail, as shown in FIG. 2, the signal from the GPS satellite is induced in the GPS antenna 32 of the GPS receiver and amplified to a predetermined level in the interface LNA embedded in the antenna and input to the GPS receiver 31. do.

The GPS receiver 31 calculates the received signal as a coordinate signal by the internal algorithm. The data signal converted into the coordinate signal in this way is composed of serial data and input to the main microcomputer 1. The main microcomputer 1 processes the received data signal according to its own system program stored in the ROM 3 and calculates the latitude, longitude, azimuth, and coordinates. At the same time, the coordinate data built into the flash memory 6 and the current signal sent from the satellite are quickly compared, searched and computed, and when the received coordinates and the designated coordinates built into the flash memory match, the contents are stored in the flash memory.

In the process of calculating the coordinates, the RAM 4 is used for temporary storage of data, and the data stored in the process is automatically erased. At the same time, the coordinate points (114,000) for a predetermined place name according to the driving of a vehicle use data previously stored in the flash memory.

Here, the flash memory 6 is reduced to a card having an asynchronous RAM 7 (hereinafter referred to as ARAM) for voice storage in accordance with the principles of the present invention. The card not only stores tacome driving data but also voice information.

The flash memory 6 has a plurality of hierarchical memory areas, each of which has a basic structure for storing driving data of a vehicle, a structure for storing data every minute, a structure for storing key input data, and a key after a vacant vehicle. Structure to store input data, structure to remember starting state, structure to remember door open state, structure to memorize speed according to sudden braking state, structure to memorize moment of braking moment and place name and data according to business hours It consists of a structure.

All of these structures have a 7-byte head portion consisting of year, month, day, hour, minute, second, and event code according to the vehicle driving state. The basic structure is 18 bytes long for storing driving data as described above. Has a storage area of.

The data structure of every minute consists of the area which stores the maximum speed, average speed, place number (* 8) and the number of satellites and dummy area. The key input data structure consists of a header, a four-byte current travel distance, a two-byte current count, a three-byte current total charge, and a nine-byte pile. The key input data structure after the vacant vehicle is composed of a header, a four-byte interval, a two-byte post-current count, and a dummy. The structure for storing the start-up state has a start code of 0x20 (on-off) and a stop code of 0x21 (off-on), and includes a header.

The structure for storing the door open state has an open code of 0x30 (on-off) and a closed code of 0x31, and includes a header. The structure for storing sudden braking has a 0 code of 0x40, and includes a header and a 1-byte speed memory. The structure for storing the sudden braking moment has a code of 0x41 and includes a header, a 1-byte speed, and a 4-byte name number storage unit.

The structure of remembering the start of business is code 0x50, header, 4 bytes total driving distance, 4 bytes total operating distance, 3 bytes total operating number, 3 bytes total vacant time and 3 bytes total charge It consists of.

In addition, a travel code (0x11), a premium code (0x12), a payment code (0x13), a payment complex code (0x14), a driving complex code (0x15) Classification and vacancy code (0x1a), rate revision code (0x1b), and password mismatch termination code according to the division mode setting of the premium composite code (0x16), calling code (0x17), discount code (0x18), and freight code (0x19). (0x1c) and the deceleration rate change code (0x1d), the vehicle driving information is divided so as to control the vehicle taco function as described later.

In addition, the ARAM 7 connected to the flash memory 6 stores voices of passengers and drivers in the vehicle. To this end, the main microcomputer 1 includes a voice processing unit. The microphone 27 detects the voice in the vehicle and converts it into an electric signal according to the capacitive change and inputs it to the voice driving unit 28. The voice driver 28 amplifies the cyclic signal and applies it to the low pass filter 29. The low pass filter 29 samples only a signal in the audio frequency band and applies it to a code / decoder (CODE: Coder + Decoder, or CODEC) 30. This voice codec 30 is equipped with an adaptive differential pulse modulator (ADPCM, or DPCM), which processes the sampled input analog signal into a digital signal to produce a main microcomputer. Enter in (1).

The main microcomputer 1 stores the input signal in the ARAM 7 and intercepts the stored voice information to record the number of recordings by the submicrocomputer 2 by a vacuum fluorescent display (VFD: Vaccum Floresecent Display). The drive unit 9 is referred to as VFD so as to be displayed on the VFD 10.

On the other hand, the voice recording by the microphone 27 is controlled by the door sensor 25 of the vehicle. The door sensor 25 is usually composed of a photocoupler, and when the door is opened and closed, the main microcomputer 1 detects the main sensor 1, and the main microcomputer 1 operates the microphone 27.

The speed sensor (not shown) detects the operation of the vehicle by a mechanical or electronic method used in the prior art, and the detection signal is input to the sensor driver 23. The sensor driver 23 amplifies the input signal to a predetermined level and inputs it to the sensor level converter 24. The sensor level converter 24 converts an input and a signal into a stable pulse signal and inputs the same to the main microcomputer 1, and the main microcomputer 1, together with the coordinate signal from the GPS receiver 31, will be described later in detail. It is processed and stored in the flash memory 6.

When the voices of the passengers and the drivers are input by the microphone 27 shown in FIG. 2, the voice signals input to the voice driver 28 are converted into electrical signals by the capacitive change of the microphones. The amplified voice signal samples only the voice frequency band that can be stably processed through a filter corresponding to the voice signal band, that is, the low pass filter 29.

The voice that passes through the low pass filter 29 is subjected to a process of sampling a voice frequency while passing through a voice codec 30, which digitalizes a temporal change in order to convert the voice, which is an analog signal, into a digital signal. Rough

The sampled audio signal is given a value corresponding to the sampled signal through the DPCM in the codec, which is converted into digital values of 1 and 0 and processed by the main microcomputer 1 for a series of processes. The processed signal is stored in the ARAM 7 by the selector of the microcomputer, and the microcomputer intervenes the number of the stored voices so that the recorded number is displayed on the VFD.

Operation of the voice recording described above is operated by the door sensor 25 shown in FIG.

The door sensor 25 opens the door and at the same time a high level signal is applied to the sensor driver 23 to operate the sensor driver 23. This driving operation is performed by a photocoupler, the signal passing through the coupler is input to the main microcomputer 1, the main microcomputer detects the signal from the door sensor 25 to operate the microphone 27. . When the microphone is operated, it goes through a series of processing as described above.

On the other hand, the speed sensor (not shown) connected to the vehicle generates a pulse by the wheel rotation when the vehicle moves. The speed sensor counts pulses generated by wheel rotation and converts them into speed. When the pulse generated in the vehicle is input to the sensor driver 23, the driver is input to the sensor level converter while maintaining a proper potential of the pulse signal. The signal input to the transducer stabilizes the pulse level. This is because the pulse signal from the vehicle is irregular and the waveform is unstable, so it is converted into a stable signal.

On the other hand, the speed can calculate the current speed of the vehicle only by GPS signal, but when the vehicle moves at a low speed, it cannot display the correct speed due to the accumulation of coordinate errors. Therefore, in order to compensate for this, by attaching a speed sensor to the vehicle, a more accurate speed of the vehicle can be calculated.

Therefore, the present invention can count the pulse number per km by inputting the deceleration rate into the system in order to calculate the exact speed of the vehicle. This means that the speed of the vehicle, the moving distance of the vehicle, etc. are accurately calculated compared to other products.

In addition, coordinates, speed, distance, current position, vehicle status, charges, and other matters are recorded in the flash memory according to the operation of the main microcomputer. Can be used. The microphone has a 30 second delay. The present invention can automatically transmit data wirelessly to a situation room, where the data is constructed and stored in a database.

To this end, the present invention includes an RF modem (radio frequency modem) 20. Signals from the satellite and each sensor are input to the input / output port 16 by the main microcomputer 1, and the input signals convert parallel signals into serial signals at the input / output port. The signal converted at the input / output port is output as a serial signal to pass through the level converter 19.

The signal input into the level buffer has level stabilization. This is input to the RF modem 20 at an appropriate level so that the signal level does not change due to voltage drop or noise.

The signal input to the RF modem 20 is transmitted through a digital modulator in the RF modem 20 to the RF carrier so that it can be wirelessly transmitted to a near or far distance. Remote radio transmission transmits 9600bps without error of data to the situation room (M) through the repeater (P) of the data transmission switching network.

The data signal input to the input / output port 16 is converted into a serial signal by another serial port and input to the level converter 17. The signal input to the converter changes the series level so that it can operate stably on printers and other devices. The stably changed serial level is connected to the RS-232C port 18 so that it can be connected to the printer 40 and other devices.

This allows the printer 40 to be connected to this invention so that the passenger can issue a receipt for the fare if desired, and wirelessly to the situation room M via the RF modem 20 automatically or manually whenever the printer 40 is operated. Will send the data. In the situation room (M) receiving the transmitted data, the data is built into the DB and stored. The data stored in the DB can check the data at the desired date and time, and the important thing is that the vehicle travel path can be displayed on the situation room monitor.

This invention also enables vehicle tracking in real time regardless of the signal sent from the satellite. The main microcomputer 1 is equipped with a real-timer 26, even when the GPS receiver 31 does not receive a satellite clock signal, it is possible to track the vehicle in real time by checking the current time.

The power supply 41 has a function of controlling the keys of the vehicle. When the power is turned on, the main microcomputer 1 detects a change in the power supply, and the power supply 41 suddenly drops due to sudden braking of the vehicle. A constant voltage rectifier 42 is provided to alleviate the phenomenon and the like, thereby minimizing data loss due to voltage fluctuations. The power supply 41 applies the vehicle power to the system when the vehicle is started, and at the same time, in the state in which the constant voltage rectifier 42 is stopped by the power terminals FIL 1,2, the main power except the VFD 10 is + 5V power is always supplied, and the main power supply is designed to prevent data loss even when the voltage drops to 8V.

Beep sounds can be generated to let you know when the system is up and running. The beep is generated by the buzzer driver 21, and the beep control is controlled by the main microcomputer 1. Even when the power is applied to the system and enters the operation mode, the main microcomputer 1 operates the buzzer driver 21 to generate a beep to indicate that the system is switched to the operation mode.

The system is operated in accordance with the input of the input section 8 of the key on the front side in the main function. The input signal from the key input section 8 is input to the submicrocomputer 2, which processes the input signal and supplies the input signal directly to the main microcomputer 1 or via the interface 22. Some of its functions, in particular the display function, are under control.

The key input section 8 has a linkage function for performing a function that operates alone and a function in combination with other keys.

For example, when the empty vehicle button is pressed, a signal is inputted to the secondary microcomputer 2 and input to the main microcomputer 1 through an internal process to intercept the empty vehicle lamp 11 and the security lamp (not shown).

The main microcomputer 1 not only clamps the lamps, but also cracks down all necessary functions such as number and distance calculation of the VFD 10. Therefore, when the empty difference button is pressed, no number is displayed on the VFD 10 by the primary and secondary microcomputers 1 and 2, and only zero is displayed. In addition, when the vehicle travels, it is calculated by the sensor attached to the vehicle every 100m units to calculate the total running distance is displayed on the VFD (10).

When operating the driving button, the VFD 10 displays the base rate already set as a program in the submicrocomputer 2, and the VAT for the base rate is also displayed. VAT on the base rate is displayed in accordance with the percentage of the current fare. When the driving button is operated, it indicates that the vehicle is open, so the number of times that the vehicle is open is displayed on the VFD 10, and the displayed number is counted by the main microcomputer 1 to display the total number of times of operation. . When driving, the sensor of the vehicle calculates the reduction rate per pulse (1000 / deceleration rate * pulse), and the value obtained by driving 1km is divided by 1000.

Unlike conventional taxi meters, distance calculation also uses GPS signals to display more accurate distances than conventional meters.

After the basic distance passes, the subsequent fare is automatically displayed. This means that the basic fare and the subsequent fare saved by the program always know the driving distance of the vehicle by the main microcomputer (1). ) Will go through a series of processes that change from the base rate to the subsequent rate.

In addition, the submicrocomputer 2 calculates the distance from the point of time when the vehicle is driven, and changes to a later rate after passing a predetermined distance as described above. This is to perform the fare settlement process when the distance between the mileage and the base fare is continuously compared and set.

When the vehicle is pressed, the premium button is pressed and the premium fee is calculated by the submicrocomputer 2, and the VAT is also calculated by the program. At the same time the premium button is pressed, the premium lamp 12 is also operated by the main microcomputer 1, and the security lamp (not shown) is turned off.

In addition, when the vehicle is driving in an empty vehicle state and presses a discount button on the front of the terminal, the driving fee and the number of occupied passengers are summed and displayed on the VFD 10. Personnel surcharges are applied in two ways.

One method is to apply at the first ride, that is, the vehicle is operated by driving or a premium button, which is applied from the moment the passenger first boards, and the other is to apply at mid-ride. If the vehicle is driven by the inhalation button and then goes to the premium or driving, the personnel surcharge rate is automatically canceled and the fare by the operated button is calculated.

That is, when a passenger boards for the first time, if the party boards in the middle, the discount is applied from that moment, and the price of the sum of the driving fare and the surcharge of the person is displayed as described above, and the predetermined additional rate is displayed.

Operation by call button is as follows.

When the vehicle is driving in an empty vehicle state, when there is a call in the situation room (M) of the vehicle, the vehicle closest to the called point goes to the calling point and boards the passenger. At this time, the vehicle also collects the charge for the call by pressing the call button when boarding the passenger. The VAT on call is therefore displayed in VFD 10.

The VAT function for cargo of the calling function described above is as follows. Passengers will be charged a fee for the carriage of non-regulated cargo. At this time, when the cargo button is pressed, the predetermined charges are summed and displayed on the VFD, and VAT is also displayed.

Therefore, the present invention is capable of changing the contents stored in the EEP-ROM 5 by using an external button. In addition, it is designed to be impossible to access from the outside because the password is input before the change so that the user cannot change it arbitrarily. Therefore, the purpose of the EEP-ROM (5) is to make it easy to modify if there is a fare account for the boarding fee.

In addition, four methods of estimating a boarding fare, that is, a time distance mutual equalizer, a part time simultaneous equalizer, a limited simultaneous parallel factor, and a distance system may be applicable. This ensures that all four tariffs are satisfied as described in detail below.

Like the existing GPS model, it is designed to transmit the driving record of the vehicle to the situation room (M) wirelessly, not by wire, at the vehicle base. Data transfer is possible even if the user uses the cable rather than wirelessly. Except for wired and wireless, other methods can take out the flash memory card installed in the system and connect it to the main computer in the room to check the correct vehicle operation information.

As mentioned above, this invention consists of the structure which combined the GPS receiver with a tachometer, and its function is controlled and operated by the main and submicrocomputers 1 and 2.

3A and 3B, when initialized in step 100, in step 101, the housewife microcomputer 1 and 2 scan their input / output units. According to the scanning result, the main microcomputer 1 first sets the GPS receiver, the vehicle speedometer, the key input, the serial / parallel port, the reset terminal, and the VFDs to enable state in step 102 according to the presence or absence of a peripheral device. do.

In step 104 it is checked whether there is a flash memory. In step 105, the system determines whether power is first applied, and when the system is used for the first time or when the user password of the system is changed, in step 106, a password is input.

In step 107, the password is determined and, if there is a mismatch, the flow returns to step 109 to enter an infinite loop.

At this time, the system power is turned on from off to no further operation. If the passwords match, a check is made in step 108 to see if there is a GPS receiver. In step 110, the status value of the charge / ROM set in the flash memory is input, and the realtimer is initialized to a functional state.

In step 111, the request establishment is read from the flash memory, and the taco function setting state is read from its real-time controller.

In step 112, the attachment of the GPS receiver is checked, and in step 113, the GPS receiver is initialized. If there is a GPS receiver, the GPS receiver is capable of two-dimensional navigation, time setting is made, statistical navigation is enabled, and the GPS receiver function is performed in step 114. In step 118, it is determined whether the reception buffer is full.

The function of the GPS receiver is determined in step 116. If the tacotimer interrupt by the realtimer is received in 0.05 seconds or more and the GPS receiver is checked, the GPS receiver is checked again in step 117. If the presence of the receiver is confirmed, it is determined in step 118 whether the GPS receiver buffer is full. At this time, if the receiving buffer is full, the GPS message processing is performed in step 130. This GPS message processing is described in detail later in FIG.

The GPS message processing becomes a taco function when the processing time is 0.05 seconds or more, and the GPS message processing is performed again when the taco function is finished.

If the tacotimer signal is received at intervals of 0.05 seconds or longer at step 116, and there is no GPS receiver, at step 120 the submicrocomputer 2 is started. At this time, the secondary microcomputer 2 checks the alarm, warning speed, oil exchange time (distance), lining replacement time, engine oil replacement time, and the like in step 121.

In step 122, the key input is checked, and in step 123, the distance, time, speed, fare, sudden braking, etc. according to the key input is calculated, and in step 124, the fare, speed display, VAT, total charge classification items in the VFD are calculated. Displays the vehicle status. In step 125, it is checked whether or not the speed check and the empty vehicle state and the radio transmission and reception are on, and if the communication state, the RF transmission is performed in step 126. If this check is not made, the process moves to step 118.

Meanwhile, in step 104, a routine for GPS signal processing is performed as in FIGS. 4A, 4B, and 4C.

This routine determines in step 200 whether the taco time has passed over 0.05 seconds or is equipped with a GPS receiver as in step 116. If the taco time has passed more than 0.05 seconds or the GPS receiver is not installed, taco processing is performed in step 201.

In step 202, it is determined whether to interface with the GPS receiver through the communication port COM2. In the case of the interface, it is determined in step 203 whether the communication port buffer is full. If the receive buffer is full, the contents of the buffer are sent to the GPS receiver in step 204. Thereafter, in step 205, it is determined whether the message received from the GPS receiver is full in the reception buffer. If not, it returns and transfers to step 116 of the main routine.

If the receive buffer is full, the process moves to step 206. After processing the GPS signal, the GPS signal is processed as a preprocessing step in order to process a message having data on satellite number, location, latitude, longitude, year, month, date, hour, minute, second, place name, and so on. The unique code that determines the type and length of the message frame, i.e. step 1 is 0xff, and step 2 is 0x81 to retrieve the 1 byte size and 8 byte header, respectively, and preprocessing steps 0 and 3 are messages regardless of their unique code. The start and end of frame preprocessing.

Therefore, in step 206, it is determined whether the GPS message preprocessing step is zero and messages to be processed remain in the buffer. If it is determined that the preprocessing step starts, in step 207, it is determined whether the taco time has passed more than 0.05 seconds, and if it has elapsed, the taco function processing is performed in step 208; otherwise, after the taco function processing, the unique code 1 byte is read from the receiving buffer. .

At this time, it is determined whether the unique code read in step 210 is 0xff, and if the unique code 0xff is confirmed, GPS message preprocessing step 1 is performed to determine the type and length of the message. If step 206 is performed again and there are no messages left in the buffer to be processed, the process moves to step 212.

In step 212, it is again determined whether the GPS message preprocessing step is 1 and there are still messages to be processed. If there is a message to be processed, it is determined whether the taco time has passed by 0.05 seconds in step 213, and if so, the process proceeds to step 214 to perform taco function processing.

Next, in step 215, the GPS message is read one byte of the unique code into the receiving buffer. The unique code read as described above determines whether the value read in step 216 is 0x81. If the unique code is not 0x81, the process transfers the GPS message preprocessing step to 0 to step 220. If the unique code is 0x81, the GPS message preprocessing step is set to 2 in step 218, and the message type and length are determined. In step 216, the content of the unique code 0x81, ff is written in the GPS message frame.

In the next step 220, the GPS message preprocessing step is 1, and it is determined whether there is still a message to be processed. If there is no message remaining in the preprocessing step, the GPS message preprocessing step becomes 3 and if it is determined whether there is a message to be processed again, the process jumps to step 260 and returns.

On the other hand, if there is a message to be processed when the preprocessing step is 1 in step 220, the process moves to step 222 to determine whether the taco time has passed 0.05 seconds. If the taco time is 0.05 seconds, the taco function is processed in step 223. In step 224, one byte is read from the GPS message buffer and written to the GPS message frame buffer.

In step 225, it is determined whether the GPS frame size exceeds 600 bytes. Here, the frame size of 600 bytes means the maximum size of the message display data at an arbitrary setting value. If the size is more than 600 bytes (data is no more than this), in step 226, the data is regarded as an error, the GPS message frame is initialized, GPS message preprocessing step 0 is performed, and step 220 is performed again. If the message frame size does not exceed 600 bytes, it is determined in step 227 whether the GPS message frame size is 10. If it is not 10, step 220 is performed. If 10 (header byte and preprocessing code 2 bytes), the process moves to step 225 to calculate the header checksum of the GPS message frame. In step 229 it is determined whether the checksum is correct. If it is correct, in step 230 the length of the data is obtained. In step 231, the GPS message preprocessing step 3 is performed, and the process returns to step 220. If the checksum is not correct in step 229, jump to step 232 to perform GPS message preprocessing step 0, in step 233 to initialize the GPS message frame and then return to step 220.

On the other hand, if GPS message preprocessing step 3 is performed in step 221 and a message to be processed remains, the process proceeds to step 234 to perform taco function processing, or if the taco time does not pass 0.05 seconds, in step 236, the size of the GPS message frame Determine whether and the calculated data length are the same. If the frame size and the data length do not match, step 237 reads one byte from the GPS message buffer and inserts it into the GPS message frame.

In step 238, it is determined whether the GPS message frame size is larger than 600. If the message frame is not larger than 600, the process proceeds to step 221. If the message frame is larger than 600, the GPS message preprocessing step 0 is performed in step 239. In step 240, the GPS message frame is initialized and the process returns to step 221.

If it is determined in step 236 that the size of the frame and the data length are the same, then the data portion of the GPS message frame is checked in step 241, and in step 242 it is determined whether the checksum is correct.

If the checksum is not correct, the process moves to step 243 to perform GPS message preprocessing step 0, initializes the GPS message frame in step 244, and then returns to step 245.

If the checksums in step 242 match, then the process moves to step 246 and determines whether to interface via the GPS receiver and the communication port. If the communication port is enabled, the GPS message frame is output through the communication port in step 247.

Thereafter, in step 248, the GPS message frame is processed, and in step 249, the GPS message preprocessing step 0 is performed. In step 250, the GPS message frame is initialized and returned in step 251.

After the preprocessing is performed on the message frame as described above, the message frame processing is performed in step 130 (FIG. 3). This routine is shown in FIG.

Message processing first determines in step 301 whether the taco time has passed by 0.05 seconds. If 0.05 seconds has passed, step 303 checks the message type. In step 304 it is assumed that the GPS receiver is mounted, and in step 305 it is determined whether the message type is code 103. Here, code 103 is a message number, which means that the number of satellites, year, month, day, hour, minute, second, latitude, longitude are designated, and the place number is predetermined. If the message type is not code 103, the name number is retrieved in step 306, and the retrieved name number is stored in step 307.

On the other hand, if it is found in step 305 that the message type is code 103, the process moves to step 308 to obtain the code 231, that is, the number of satellites used in the outboard. In step 309, it is determined whether the code 231 message has been sent to the GPS receiver. If no, go to step 310 to set the year, month, day, hour, minute, second of the GPS receiver and to process two-dimensional navigation and statistical navigation.

In step 311, the GPS time is obtained from the GPS message and converted into the year, month, day, hour, minute, and second of Korea. In step 312, the latitude and longitude are calculated, and in step 313, the place number corresponding to the latitude and longitude is calculated. Therefore, in step 307, since the place number is stored in the memory, the GPS message processing ends. The above shows the GPS signal processing of the signal of the main microcomputer 1 from the GPS receiver.

The present invention is to supplement the navigation function according to the above GPS signal processing, and further includes a submicrocomputer 2 to combine the existing taco function, and extends the taco function by processing this key input.

This submicrocomputer 2 performs processing for key input as shown in Figs. 6, 7 and 8A and 8B.

In step 400, the submicrocomputer 2 is initialized. In step 401 a key input is confirmed, which is possible by checking the key pin to scan for key input in the key buffer. If the key input is not confirmed, the process returns to step 402. After confirming the key input, the buffer data is initialized in step 403, the key value is initialized in step 404, and the key value is sent to the key buffer in step 405.

At this time, the submicrocomputer 2 sets the input port to the disabled state for the external input signal, i.e., the interrupt signal, rejects the input for 16 seconds by the delay timer, and then enables the enabled state.

During this period, in step 406, it is determined whether the read key input is valid as one bit. If not, in step 407, it is determined whether the key buffer is empty. If the key buffer is not empty, the process returns to step 406. Jump to cancel the key input data request.

However, if the key input is valid for 1 bit, the data is read one by one from the key input data buffer. In step 409, the key value is shifted one by one to the left. In step 410, the 1-bit data of the key value to be read and the data of all key values are ORed.

The key input data request is then canceled in step 411 and returned.

In processing such a key value based on an OR operation, first, the division mode key input processing (FIG. 7) in which the taco function does not change and the division mode key input processing (FIG. 8A and 8B) in which the taco function is not changed, are applied to the current state of the vehicle. Key input processing of the vacant car, driving, surcharge, payment, compound, call, discount, and freight according to the above, and at the same time, the setting of the payment mode, the driving compound, the premium compound division mode, and the fee revision process are shown in FIGS. 9A to 9H. It is possible to perform taco function together.

In detail, the division mode that does not change is designated from 16 to 26, and in step 451, it is determined whether the current division mode is a running time. In the case of a running time, the driving display time is displayed in step 451 '. In step 452, it is determined whether the warning speed is applied, and in the case of the warning speed, the warning speed is specified in step 452 '. Likewise, in step 453 and 453 ', the automatic return number is confirmed and specified, and in step 454 and 454', the number of division numbers is identified and specified.

In steps 455 and 455 ', the driver's number (am) is checked, and in steps 456 and 456', the driver's number (afternoon) and in steps 457 and 457 ', the driver's number (secondary) is checked and specified. In steps 458 and 458 ', the deceleration rate is confirmed and specified, and in steps 459 and 459', the vehicle number is identified and specified. Steps 460 and 460 'confirm the company number and specify it. In steps 461 and 461 ', the vehicle group number is checked and specified. In steps 462 and 462 ', if the division modes 16, 17, ... 26 are not specified so far, the current division modes are transferred to the changing division mode.

Then, in step 463, it is determined whether the current division mode does not change. In the case of unchanged division mode, a division number value is displayed in step 464, and the routine ends.

The changing division mode functions from 0 to 9, 10 to 15, followed by 27 to 31, and is shown in FIGS. 8A and 8B.

In step 501, the division mode checks the current hour, minute, and second, and designates and displays the current hour, minute, and second in step 501 '. Similarly, the division mode is sequentially scanned, and in steps 502 and 502 ', the total driving distance is checked and displayed. In steps 503 and 503 ', the total operating distance is confirmed and displayed. In steps 504 and 504 ', the total number of operations is checked and displayed. In steps 505 and 505', the total number of posts is checked and displayed. In steps 506 and 506 ', the total sum is checked and displayed. , 507 'checks and displays the daily driving distance. In step 508 and 508', the daily total charge is checked and displayed. In step 509 and 509 ', the daily total charge is checked and displayed. Thus, by using the division button it is possible to check the basic information generated during the daily driving of the vehicle in sequence.

In operation 510, it is determined whether the vehicle is driving. If driving, step 519 is performed as described later. If the vehicle is not running, it is determined in step 511 whether the vehicle is empty. In the case of the vacant vehicle state, a 0 indicating no passenger is displayed in step 512, and the flow jumps to step 531 to determine whether the current division mode is changed.

However, if it is not a vacant car partner, for example, if the first two people board and then one more of them, it is determined whether the distance of the base fare has passed to apply the surcharge. If the base fare has passed, the process jumps to step 517 to calculate the remaining distance, and subtracts the partial distance (the distance from the time the party boarded) from the base distance (2 km).

In step 518, the remaining distance is displayed and the process jumps to step 531 to determine whether the division mode is now changed. If the distance of the base rate has passed, it is determined in step 514 whether the rate state has changed. In the case of the change of the fare state, the remaining distance is regarded as the distance before setting in step 515, and the fare is calculated, which means that the discount rate is applied only after the basic distance. Then jump to step 531.

If the fare status does not change in step 514, the total driving distance, that is, the remaining distance is calculated in step 516, and the distance from the point of arrival to the remaining arrival is deducted. In step 518, the remaining distance is displayed and the process jumps to step 531.

On the other hand, if it is determined in step 510 that the vehicle is running, the operation is confirmed and displayed the number of weekly operations in steps 519, 519 ', and the number of days after the week is confirmed and displayed in steps 520, 520', and weekly in steps 521, 521 ' Check and display the number of times thereafter, and check and display year, month and day in steps 522 and 522 ', and confirm and display the appointment time in steps 523 and 523', and confirm the mileage in steps 524 and 524 '. And display.

As above, you can not only know the weekly information according to the vehicle operation. At a later stage, the vehicle status information can be known.

In step 525 and 525 ', the remaining oil replacement distance is checked and displayed. In step 526 and 526', the remaining oil replacement distance is checked and displayed. In step 527 and 527 ', the remaining distance of the brake lining replacement is checked and displayed. In step 528 and 528 ', the digital speed is checked and displayed. In step 529 and 529', the number of reception satellites is checked and displayed.

Next, in step 530, the current division mode is set to remain unchanged. In step 531 it is again determined whether the division mode is changed now, and if not, it is returned in step 532. If the division mode is changed, the current division number and the division mode are displayed in step 533, and then the operation returns to the division mode in step 534.

Therefore, the information and the state of the vehicle can be changed by these division mode switches, and the driving information of the vehicle can be known as well as the state.

In response to such key input, the main and sub-microcomputers 1 and 2 perform taco functions as shown in Figs. 9A to 9H in accordance with the key input.

First, in steps 601 and 602, an alarm is checked and a key value is read from the key buffer. Based on this key value, in step 603, it is determined whether all three items are satisfied. The three items are: 1. Is the separator key pressed? 2. Is the time when the separator key pressed is greater than the partition delay time? Determine if it is not pressed.

If the separator key has not been pressed, it is checked in step 604 whether the separator key has been pressed after a predetermined delay, and if not, it is returned (step 405), and if the separator key has been pressed, jump to step 607. If it is determined in step 603 that the separator key has been pressed, then in step 606 it is confirmed that the separator key has been pressed.

In step 607, it is then determined whether the key input is an empty key. In the case of the empty vehicle key input, it is determined in step 608 whether the vehicle is in the empty vehicle state. If the vehicle is not empty, it is determined in step 610 whether it is in a call operation state by key input. If not, in step 611, the call rate is added to the weekly total rate.

If the call is in operation, in step 612 1. The call charge is added to the total sum of charges, 2. The call charge is added to the current sum of the charges, and 3. The call charge is added to the daily charges.

Next, in step 613, the current state is set to the empty car, 2. the end of business process, 3. the VFD is displayed, and 4. the key input data is written to the flash memory sequentially.

It then jumps to step 711 to perform the functions described in detail later.

If there is no empty vehicle key input in step 607, it is determined in step 614 whether it is a travel key.

If it is the driving key, it is determined in step 615 whether the current state is the driving state, and if the driving state is returned, the process returns to the step 616 if the driving state is not.

In this step 616, it is determined whether the current state is the empty vehicle or the calling state, and if the empty vehicle or the calling state is the business start processing in step 617. If the start-up process or the empty car call is not made, the current state is driven in step 618. In step 619, it is determined whether it is in a call operation state. If it is in a call operation state, the sum of charges and VAT is corrected again in step 620. If the call service status is not corrected or the total charge VAT is corrected, the VFD is displayed again in step 621.

In step 622 the keypress data is stored in memory and then jumps to step 711.

This means call-in operation when the car is empty.

If the key input is not traveling in step 614, it is determined in step 623 whether the key input is a premium key input. If a premium key is input, it is determined in step 624 whether the current state is a premium state. If it is a premium state, it is returned. If it is not a premium state, the flow advances to step 625 to determine whether the current state is an empty vehicle or a call state. If there is an empty car or calling state, the business starts processing in step 626. If the vehicle is empty or called, the current state is set to a premium in step 627.

In step 628, it is determined whether it is in a call operation state. If it is in a call operation state, the sum of sum and tax is set in step 629, and it is displayed again on the VFD in step 630. In step 631 the key press data is written to the flash memory and the jump to step 711 is made. This handles the call sales function of the driving vehicle.

If it is determined in step 623 that the premium key is input, in step 632, it is checked whether the payment key is input. If there is a payment key input, it is determined in step 633 whether the current status is payment, and if it is paid status, it is returned. If there is no payment key input, it is determined in step 634 whether the current state is an empty car or a call. If it is determined in step 634 that the current status is not an empty car or a call, then in step 636 the current status is regarded as payment.

Next, in step 637, it is again determined whether the current state is the empty vehicle or the calling state. If the empty vehicle is the calling state, the business starts processing in step 638. In the case of performing the start-up processing or when there is no empty vehicle or calling state, in step 639, the VFD is newly displayed. In step 640, the key press data is recorded in the flash memory and returned. This completes the function for payment.

If it is not the key payment input in step 632, it is determined in step 641 whether it is a composite key input. In the case of a compound key input, it is checked in step 645 whether the current state is an empty difference, and in the case of an empty difference, the process returns to step 646. In step 646, the current state is set to call, and in step 647, the sum of the sum of charges, taxes, and charges is displayed again in the UFD. In step 648, the call operation state is set, and in step 649, the call operation state is recorded in real time in the real-time controller.

In step 650, the segment driving distance is initialized, and in step 651, the number of sales is added one by one. In step 652, the remaining distance is initialized. In step 653, the key press data is stored in the flash memory, and then jumps to step 711. This allows the processing of the paging business state.

If the call key input is not performed in step 644, the key input to be cut is determined in step 654. In the case of a key to be cut, in step 655 it is determined whether or not the current state is to be cut, called or empty. If cut, call or empty difference is returned, the current state is cut in step 656. In step 657, the keypress data is recorded in the flash memory and the jump to step 711 is made. This completes the processing of the key input to be cut.

If it is not the key input to be checked in step 654, it is determined in step 658 whether the distinguishing key is used. If it is determined that the separator key has been inputted, the flow proceeds to step 659. In step 659, it is determined whether an alarm sound is currently sounding. When the alarm is activated, the alarm is released in step 660. In step 661, it is determined whether the alarm state is an appointment time, and if it is an appointment time, the timer is turned off in step 661 ', the process jumps to step 665, and the division mode is returned to its original state.

Likewise, if the alarm status is not the scheduled time, the operation 662 determines whether the alarm state is engine oil. If the engine oil is replaced, the engine oil alarm is checked in step 662 ', and the operation jumps to step 665. In step 663, it is determined whether the alarm ecology is a transmission oil. If the replacement of the mission oil is performed, the transmission oil alarm is checked in step 663 ', and the operation jumps to step 665.

In step 664, it is determined whether the alarm state is brake lining. If the brakelining is replaced, the brakelining alarm is acknowledged in step 664 'and the process proceeds to step 665. In step 665, the division mode is returned to its original state, and in step 666, the division mode does not change. Therefore, alarm status check such as setting of the first division mode switch is performed.

If the current alarm does not sound in step 659, the process jumps to step 667 to determine whether the division key is pressed again. If the division key is pressed, the division mode is increased by one in step 668. If the division key is larger than the number of division modes in step 669, the division mode key input is reset (0), and the time that the division key is pressed in step 670 is equal to the division delay time. The next delay time is made equal to the subtracted time, and in step 671, the automatic recovery time of the separator key is recorded in the RAM.

In step 672, the division mode is displayed on the VFD, and in step 673, a beep is sounded to indicate an error. On the other hand, if the separator key is not pressed in step 667, the time at which the separator key was pressed is recorded in RAM in step 674. In step 675, the time when the separator key is pressed is reset (0) to jump to step 711. This determines the error input of the division key.

If it is determined in step 658 that the partition key is not a key, it is determined in step 676 whether the partition key is off. If the division key is in the OFF state, the process proceeds to step 678, and it is determined whether the alarm has been dismissed. If the alarm is released, the alarm operation is not released, that is, the standby state is returned in step 679. If the alarm is not released in step 678, it is determined in step 680 whether the key is pressed once.

If the key input is made more than once, in step 681 the division number is incremented one by one. In step 682, if the division number is larger than the determined number of division numbers, the key input is reset (0), and in step 683, the division mode is displayed on the VFD. The process then proceeds to step 684.

Similarly, if the key input is more than one time, step 684 is performed, and the state in which the division button is pressed is forcibly released. In step 685, the first division mode key input is also canceled. In step 686, the automatic return time is specified. In step 687, everything in the key buffer is erased, and the operation jumps to step 711. This process prevents alarm errors by resetting the system alarm operation in relation to the separator key.

If the key is not in the off state at step 676, the process moves to step 688. In step 688, it is determined whether there is an input of a separator key and empty car keys. If there is a division and empty car key input, it is determined in step 689 whether the current state is an empty car, if it is not empty, it is returned. If the vehicle is empty, the separator key is released in step 690, and the separation mode is set in step 691. Jump to 711 This confirms and records that the vehicle is in an empty vehicle state.

In step 688, if there is no division and empty vehicle key input, it is determined whether there is a cargo key input in step 692. If there is a cargo key input, in step 693 it is determined whether there is an empty car or a cargo or a call state, and if it is an empty car or a cargo or a call state, it is returned.

On the contrary, if the current empty car or cargo, if not in the call state, specify the cargo state in step 694, add the freight rate to the current rate in step 695, calculate the freight tax in step 696, calculate the combined charges in step 697, In step 698, the calculated result is displayed in the VFD. In step 699, the keypress data is recorded in the flash memory, and then jumps to step 711. This completes the processing according to the cargo and the call.

If it is not the cargo key input in step 692, it jumps to step 700 to determine whether there is a key input according to the fare revision. If there is a key input, it is determined in step 701 whether the vehicle is currently empty. If the vehicle is empty, the fare structure is revised in step 702, and the process jumps to step 711.

In step 700, if there is no tariff revision key input, the flow proceeds to step 703 to determine the deceleration rate designation. If there is a deceleration rate designation key input, it is determined in step 704 whether the vehicle is currently empty. If there is an empty vehicle state, step 705 is in a deceleration rate adjustment state and jumps to step 711.

If there is no deceleration rate adjustment key input in step 703, the flow advances to step 706 to determine whether there is an empty difference and a key input to cut. If there is an empty difference and a key input to cut, in step 707 it is determined whether the current state is an empty difference, and if it is not the empty difference state, it is returned. If the vehicle is empty, it is determined in step 708 whether it is the current division mode.

In the current division mode, the daily driving distance, the daily operating distance, the daily combined charge, the weekly operating frequency, the number of times after the week, and the weekly aggregated rate are initialized, and at step 710, a warning sound is issued and a jump to the step 711 is performed. This means a process of correcting a system malfunction caused by a user's mistake such as an empty difference + a key input.

If there is no empty vehicle and a key input to be cut in step 706, the division mode is displayed on the VFD in step 711, and the cut is displayed on the VFD in step 712, and the state of the vehicle is displayed on the VFD in step 713 to perform key input processing. Quit.

When the key input processing is completed in this manner, the sub-microcomputer 2 transmits the state according to the key input to the main microcomputer 1. This processing resets the input port (0) so that the main microcomputer 1 is in the reception state as shown in Figs. 10A and 10B, and has a total delay time of 8 seconds.

In order to make this state, the sub-microcomputer 2 sends the first bit to the key buffer of the main microcomputer 1 in step 721. In step 722, the sub-microcomputer 2 confirms that the main microcomputer 1 is in a predetermined time delay state. In 723, a signal to send data to the key buffer is sent, and in step 724, it is confirmed that the predetermined time delay state is sent and the data is sent. In step 725, a signal informing that the data has been sent to the key buffer is terminated. In step 726, a signal of a predetermined delay time is confirmed, and communication between the main and sub-microcomputers 1 and 2 ends.

Here, the data means data on the total charge, the charge, the division number, the tax display, the tax display, the division mode, the cut display, and the VFD display as shown in Fig. 10A.

With respect to the key input, the submicrocomputer 2 controls the VFD, and the control operation is as shown in FIG.

In step 751, the automatic return number, that is, the number of the division mode is set, and it is determined whether the set division mode number is within the range. In case of automatic return, it is determined in step 752 whether 10 seconds have elapsed. When 10 seconds have elapsed, automatic return is canceled in step 753. In step 754, the current division mode is set to the set automatic return number, and in step 755, the VFD is displayed again. In step 751, the process returns to step 756 as if it is not determined to be automatic return and 10 seconds have not elapsed in step 752. As a result, it is determined whether an error of key input is performed according to the division mode, and the current division mode displayed on the VFD is confirmed.

Next, in step 756, a mode that changes each time in the division mode is displayed, and in step 757, the vehicle's state display motion is displayed. In this case, the division mode routine is performed as described above. In step 758, it is determined whether the fare state has changed. If the fee status has changed, the process proceeds to step 759 to determine whether the charge status is determined. If the call rate is in the state, the call state and the call rate are displayed in step 760, and the process moves to step 766.

If it is not in the call charge state in step 759, it is determined in step 761 whether the VAT is equal to the set value. If it is equal to the set value, the current rate is displayed in step 762, and VAT is displayed in step 763.

However, if the VAT is not equal to the set value in step 761, the process proceeds to step 764 to clear only the current fee and the VAT line in step 765 and then to step 766.

In step 766, it is determined whether the call charge state and the payment state. If the call fee is in the paid state, the sum of the sum of the sum and the call charge is displayed in the sum of the charges in step 767 and the flow of the charges does not change.

On the other hand, after the charge status has not changed in step 758 or after performing step 769, the speed is displayed in step 770 and the display processing routine ends.

As shown in Figs. 12A to 12C, the main microcomputer 1 receives the key input processing data from the submicrocomputer 2, and performs a taco function according to the external input based on this data. At this time, input signals such as speed sensor and door sensor used in the prior art are combined to calculate the fare distance, driving distance, sudden braking, speed, time, and display them on the VFD by the submicrocomputer 2.

While driving the vehicle, step 801 calculates the speed based on the time interval between pulses from the speed sensor and the distance per pulse. In step 802, the acceleration is obtained through the interval between the previous speed, the present speed, and the pulse. In step 803, it is determined whether the previous speed, for example, the previous speed is 60 km / h, the acceleration is decelerated by more than 30 km / h, and is in a sudden braking state. If the acceleration is 30 km / h or less, a rapid braking state is set in step 804, and if not, a distance versus pulse interval is obtained in step 805.

In step 806, a time interval is obtained and converted into a time pulse. In step 807, the distance traveled from the current travel distance, the transmission oil replacement distance and the brake lining replacement distance is calculated. In step 809, it is determined whether the base rate has been calculated. When the base rate is processed, the threshold speed is set as the threshold distance afterward in step 810, which means processing after the base distance. If the base rate has not been processed, the limit speed is set as the base distance limit speed in step 811.

In step 812, the processing frequency of the GPS receiver is adjusted according to the vehicle speed. In step 813, it is determined whether there is an empty vehicle state, and if it is an empty vehicle state, it is returned. If the vehicle is not empty, in step 814, the daily operating distance is added by the distance driven to the total operating distance. In step 815, it is determined whether it is in a call state, and if it is in a call state, it is returned.

In the case of the time-distance mutual translation system, the process moves to step 817 to determine whether the current speed is greater than the limit speed. For example, if the speed limit is greater than 15 km / h, it is calculated as the distance pulse interval in step 818, and if it is less than the speed limit, it is calculated as the time pulse interval in step 819 and then jumps to step 830 to perform the subsequent steps.

This routine is performed when the rate calculation is a time distance mutual translation. Here, the limit speed is 100 won every 247m after the basic distance 2km applied in Korea, and the hourly rate is 100 won every 60 seconds, so the limit speed is 14.82km / h. If the rate calculation is not a time distance co-locator in step 816, the process moves to step 820 to determine whether the time distance co-locator is used. In the case of the simultaneous time distance equalizer, the price of the time distance pulses and the time pulses is calculated.

In step 820, if the time distance co-occurrence is not, it is determined in step 822 whether it is a limited time distance co-occurrence. In the case of the time distance comparator, the distance pulse is calculated in step 823, and in step 824, it is determined whether the current speed is greater than the limit speed. If the current speed is greater than the threshold speed, the process jumps to step 830. If the current speed is smaller than the threshold speed, it is determined in step 825 whether the time distance coordinator is used. In the case of the time distance comparator, first, in step 823, the distance pulse is calculated, and in step 824, it is determined whether the current speed is greater than the limit speed. If it is less than the threshold speed, the time pulse is calculated in step 825 and jumps to step 830. Likewise, if the current speed is greater than the threshold speed, jump to step 830.

If it is determined in step 822 that it is not a time distance concentrator, the process moves to step 826 to determine whether the distance system is applied. In the case of the distance system, it is determined whether it is the basic state in step 827. In the case of the basic state, the time pulse is calculated in step 828, and in the case of the non-default state, the distance pulse is calculated in step 829.

In this way, the fee which calculates, simultaneously and independently calculates distance time by the general method according to the speed of a vehicle is calculated.

In step 830, the calculated pulse is converted into a partial distance, and in step 831, it is determined whether the premium method is a premium. In the case of a surcharge, the process moves to step 832 to determine whether the base rate has been calculated.

If the basic fare is calculated, the subsequent distance is set as the reference distance in step 833 and the process jumps to step 838 to determine whether the vehicle is in a driving or paying state.

In step 831, if it is not a premium, it is determined whether the base rate is calculated in step 835. When the base rate is calculated, the distance after the step premium is used as the reference distance, and when the base rate is not calculated, the premium distance is used as the base distance in step 837.

Next, in step 838, it is determined whether the vehicle is running or paid.

If it is in the running state, it is determined in step 839 whether it is a composite state. In the mixed state, the rate calculation mode is set to 1 in step 840. If the rate is not a compound relative, the rate calculation mode is set to 0 and then jumps to step 851 to determine whether the partial distance is greater than or equal to the reference distance. Here, the partial distance means a distance except the basic distance.

Similarly, if it is determined in step 838 that the vehicle is not in a driving or paying state, it is determined in step 842 whether it is a premium state. In the case of a premium state, it is determined in step 843 that it is a complex state. In the case of a complex state, it is determined in step 844 whether the rate is a premium. In the case of the rate increase, in step 845, the rate calculation mode is set to 4, and if the rate is not a premium, the process moves to step 846, the rate calculation mode 5 is set, and the process moves to step 851.

In step 843, if it is not a composite state, it is determined in step 847 whether the premium method is a premium. In the case of the surcharge, the rate calculation mode is set to 2, and if not, the transfer to step 851 is made.

If it is not a premium in step 842, the charge calculation mode is set to 6 in step 850, and in step 851, it is determined whether the partial distance is greater than or equal to the reference distance.

At this time, if the partial distance is greater than or equal to the reference distance, it is calculated in fare units in step 852, and jumps to step 858.

However, if the partial distance is smaller than the reference distance, it is determined in step 853 whether the charge calculation mode is 0, 3, or 6. If the charge calculation mode is 0, 3, 6, the charge is calculated at the next charge in step 854 and jumps to step 858. If the fare calculation mode is not 0, 3, or 6 in step 853, it is determined whether the fare calculation mode is 1 or 5 in step 855. If the fare calculation mode is 1 or 5, the fare is calculated after the combined driving in step 855 '. .

If the fee calculation mode is not 1 or 5, it is determined in step 856 whether the fee calculation mode is two. If the rate calculation mode is 2, the rate is calculated after the surcharge in step 856 '. In step 857, it is determined whether the rate calculation mode is four. If the rate calculation mode is 4, the rate is calculated after the premium combination in step 857 '.

If the charge calculation mode is not 4 in step 857, a discount rate is calculated in step 858. In step 859, the current rate is added, in step 860, the VAT is calculated, in step 861, the sum of the sum of the current and VAT is calculated, and in step 862, the total sum is calculated. In step 863, the daily total charge is calculated. In step 864, it is determined whether the premium state.

In the case of a premium, the weekly sum is calculated in step 865. If not in the premium state, the current count is counted in step 867, the total count is counted in step 868, and it is determined in step 869 whether it is a premium state. If not in the premium state, the number of post-week counts is calculated in step 870 and the process moves to step 871. In step 871, the reference distance calculated from the partial distance is deducted. In step 872, the base rate is calculated, and in step 873, the fee is displayed on the VFD. This completes the calculation of fare according to fare distance, mileage, sudden braking, speed and time.

In the present invention, during the process of performing the vehicle status and vehicle driving information as described above, the vehicle status is checked as shown in Figs. 13A, 13B, and 13C according to the alarm mode of the system.

In operation 901, it is determined whether the alarm state is 6, which means whether the division mode is the initial state. In the initial state, it is determined in step 902 whether the lining process is performed. In the case of lining, the current division mode is recorded and displayed in step 903. In step 904, the division mode is displayed as the lining replacement distance. In step 905, the lining replacement distance is displayed with the alarm state as 5, and in step 906, the alarm start time is initialized. This confirms the lining process.

On the other hand, if the alarm state is not 6, it is determined in step 907 that the alarm state is 5, it is determined that the lining replacement distance is checked in the alarm state 5, and if the lining process is not performed in step 902 or the alarm starts in step 906 After the time is initialized, it is determined in step 908 whether the transmission oil replacement distance is. If the oil replacement distance, it is determined in step 909 whether the alarm state is six. If it is 6, the current division mode is recorded. If the alarm state is not 6, the division mode is the transmission oil replacement distance in step 911. In step 912, the transmission oil distance is checked by setting the alarm state to 4. In step 913, the alarm start time is initialized. This checks the transmission oil replacement.

In step 904, if the alarm state is not 5, in step 914, it is determined whether the alarm state is 4, and the transmission oil distance is checked. Then, the process moves to steps 908 and 915 after step 913 to determine whether the engine oil replacement distance has been reached. To judge. In this case, it means that the alarm state is 3, and if the oil replacement distance is confirmed, it is checked in step 916 whether the alarm state is 6. If the alarm status is 6, the current division modes are written to RAM in step 917, the flow transfers to step 918, the division mode is the engine oil replacement distance, the alarm status is the engine oil replacement confirmation in step 919, and the alarm starts in step 920. Initialize the time.

If the alarm state is not 4 in step 914, it is determined in step 921 that the engine oil is replaced by the alarm state of 3. If the engine oil is replaced, alarm state 2 is performed in step 922 to determine whether the timer is turned on at the set appointment time. If the timer is on at the scheduled time, it is determined in step 923 whether the alarm state is six. If the alarm condition is 6, in step 924 the current partition mode is written to RAM. In step 925, the division mode is set to the appointment time, in step 926, the alarm state is set to 2, and in step 927, the alarm start time is initialized.

In step 921, if the alarm status is not 3, in step 928, it is determined whether the timer is on at the scheduled time with alarm status 2, and if the timer is turned on at the appointment time, the alarm speed is turned on to perform alarm status 2 in step 929. Determine if there is. If the warning speed is on, it is determined in step 930 whether the alarm state is six. If the alarm state is 6, the current division mode is recorded in step 931. In step 932, the division mode is the warning speed.

In step 933, the alarm state is set to 1, which means that the division mode is set to the original mode. In step 934, the alarm start time is initialized. If the warning speed is not turned on in step 929, it is determined in step 935 whether the alarm condition is less than six. If the alarm condition is less than 6, the flow advances to step 936 to determine whether the alarm time is less than a predetermined time, i.e., 80 seconds. If the alarm time is 80 seconds or less, the alarm time is increased by one in step 937, and in step 938, the alarm time is terminated at a predetermined time and jumps to step 952.

If the alarm time is 80 seconds or more in step 936, the process proceeds to step 940 to determine whether the alarm state is two. If the alarm condition is 2, the timer operation is terminated in step 941. If the alarm state is not 2, it is determined in step 942 whether the alarm state is 3. If the alarm condition is 3, check the oil change distance in step 943. If the alarm state is not 3 in step 942, the process moves to step 944 to determine whether the alarm state is 4. If the alarm condition is 4, check the transmission oil distance in step 944. If the alarm state is not 4 in step 944, it is determined in step 946 whether the alarm state is 5. If the alarm condition is 5, in step 947, the lining replacement distance is confirmed. If the alarm state is not 5 in step 946, the alarm state is set to 16, the division mode is returned to the original mode in step 949, and in step 950, the division mode term of the VFD is displayed again.

If the alarm state is not 2 in step 928, the process jumps to step 951 to determine whether the alarm state is 1. At the same time, in step 935, if the alarm state is not less than six, it is determined whether the alarm state is one. If the alarm status is not 1 in steps 951 and 952, the alarm processing ends, and if the alarm status is 1 in step 952, it is determined in step 953 whether the present speed is less than the warning speed.

If it is less than the warning speed, the alarm state 1 in which the division mode is returned to the original mode is performed in step 954, the division mode is displayed again in the VFD in step 955, and the alarm state is set to 6 in step 956, and the process ends. On the contrary, if the warning speed is greater than the current speed in step 953, it is determined that the system error in step 957 will sound a warning sound.

This checks the state of the vehicle.

Further, the main microcomputer 1 displays the fare according to the speed as shown in FIG. 14 while the vehicle is running.

In step 971, it is determined whether the current speed is less than or equal to the threshold speed. If the current speed is less than or equal to, it is determined in step 972 whether it is in a call charge state and in a payment state.

If the call and payment state, in step 973, the combined charge and VAT are added, displayed in the aggregate charge field, and the process moves to step 975. If it is not called and paid in step 972, only the total charge is displayed in step 974.

In step 975, it is determined whether the vehicle is empty or paid. If the vehicle is in an empty state or in a payment state, step 976 displays it at a predetermined position of the VFD. In step 975, if the vehicle is not empty or in the state of payment, in step 978 it is indicated to a predetermined position of the VFD to inform the driver.

If the present speed is greater than the limit speed in step 971, the speed is displayed on the VFD in proportion to the speed.

The present invention enables wired / wireless communication as well as short-range or long-range wireless transmission and reception between the main microcomputer 1 and the situation room M, and tracks one or more GPS-equipped vehicles alone or in groups as shown in FIGS. 15, 16, and 17. Can be managed.

15 illustrates an operation in which the vehicle arbitrarily transmits vehicle data to the situation room. In step 1001, a wireless transmission indication is made to the VFD. In step 1002, a header and a tail are specified in a data RF buffer to be transmitted. In step 1003, a CRC (Cycling Redundant Code communication registration code or later CRC) indicating communication is indicated. In step 1004, a data frame constituting vehicle data is transmitted, and in step 1005, a delay time required for data transmission, i.e., 4 seconds, is waited. After the transmission is completed, in step 1006, it is determined whether there is a command received in the RF buffer.

If there is a receive command, step 1007 extracts the command from the RF receive buffer.

In step 1008, it is determined whether the command is a group check command, i. If the RF processing step is a group check command, in step 1009 it is determined whether the group check is correct. If the group check is correct, in step 1010, it is confirmed by sending that we are (group). In step 1011, the group check is performed with the RF processing step as 1 and returned. At 1012, the RF processing step is set to 0 and is set to 1: 1 communication and returned.

If it is not the group confirmation command in step 1008, it is determined in step 1013 whether the vehicle number is confirmed. In the case of vehicle number confirmation, the RF processing step is returned to 0 in step 1014. If the vehicle number is not checked in step 1013, it is determined whether the data is well received, that is, the reception is completed in step 1015.

On the contrary, if the reception is not completed, it is determined in step 1016 whether it is a data request or a retransmission request. If the data request or retransmission request is determined, the data frame is retransmitted in step 1017, and the transmission delay is waited for 4 seconds in step 1018. If it is not a data request or retransmission request, wait for 4 seconds of delay in step 1019, and move to step 1021.

If it is determined in step 1006 that there is no command received in the RF buffer, it waits for a delay time of 4 seconds in step 1020, and before step 1021, determines whether more than 10 seconds have elapsed after transmission or retransmission. If it has elapsed, it is returned. If it has not elapsed, step 1006 or later is retried. Therefore, it can be seen that the present invention enables 1: 1 and 1: multiple GPS vehicle communication to the situation room according to the instruction of the situation room.

Fig. 16 shows a processing operation when a vehicle data transmission command is received from the situation room, and performs the operation of transmitting wireless data serially.

In step 1051, the command frame is extracted from the RF buffer. In step 1052, it is determined whether there is a command received, and if there is no command received, the process is terminated. If there is a command received, the command is analyzed in step 1053 to process the command termination and confirm a CRC indicating communication.

In step 1054, it is determined whether the received command is group confirmation. In the case of group checking, it is checked in step 1055 that the RF processing is 1 and that the group number is correct. If the group number is correct, in step 1056 a message is sent to us (group), the RF processing step is set to 1 in step 1057, and data transmission ends. On the contrary, if the RF processing step is not 1 or the group number is incorrect in step 1055, the transmission processing is terminated. This confirms the group transmission.

If it is determined in step 1054 that the group is not checked, it is determined in step 1059 whether the vehicle number is confirmed. In the case of vehicle number confirmation, it is determined in step 1060 that the RF processing step is 1 and the vehicle number is correct. If the RF processing step is 1 and the vehicle number is correct, in step 1061, the transmitter transmits that the group is here, and in step 1062, the RF processing step is set to 1 and ends. On the contrary, when the RF processing step is not 1 or the vehicle number is not correct, the RF processing step is set to 0 in step 1063, and the vehicle number is confirmed.

If the vehicle number is not checked in step 1059, it is determined in step 1064 whether it is a data or data request. In the case of the data request, it is determined in step 1065 whether the RF processing step is 2, that is, transmission confirmation. In the case of transmission confirmation, the driving record is transmitted in step 1066, and the flow advances to step 1067. If the RF processing step is not 2, the RF processing step is set to 0 and the transmission ends. In addition, in step 1064, if the request is not a data request, the processing step is set to 0 in step 1068, and the processing ends.

The main microcomputer 1 is provided with a real-time controller and can transmit the driving record to the situation room at any time while driving, and operates as shown in FIG. In step 1080, the transmission start address (address) of the flash memory is read by the real-time controller. In step 1081, the transmission end address is set to the last address written so far. In step 1082, the memory is searched, cleaned, and transmitted from the start address to the last address. Here, the address means a data address.

Thereafter, in step 1083, it is determined whether transmission is properly performed. If it is determined that the transmission has been made correctly, in step 1084, the address to be transmitted next is recorded in the real-time controller. In step 1085, it is determined whether the startup is turned off. If the startup is not turned off, the startup data is recorded in step 1086. If the start-up is turned off, in step 1087, if the daily driving distance, daily operating distance, daily total charge, weekly operating frequency, weekly post-count, weekly total charge, etc. is initialized, in step 1088, there is no data to be transmitted wirelessly. Is set to 0, and in step 1089, the end of data command is transmitted.

After that, in step 1083, as in the case where transmission is not performed correctly, in step 1090, the VFD displays status again, in step 1091, the VFD fee status is rewritten, in step 1092, the RF buffer is empty, and in step 1093, the GPS buffer is cleared. To empty and terminate this process.

In addition, the main microcomputer 1 transmits a message while the vehicle is driving, which operates as shown in Figs. 18A to 18C. In step 1101, the size of a block to be transmitted is obtained. If the flash memory is enabled in association with this block to be transmitted and it is confirmed that the size i of the block is smaller than the searched block size to be transmitted and is in the transmission state, 25 bytes of data are read in step 1102. In step 103, it is determined whether the event code is 0x00 in the data structure buffer every minute. If the event code is 0x00, it is determined in step 1104 whether it is continuous data. In the case of minute data, jump to step 1114 to perform the steps described later. If it is not the minute data, in step 1105, the number of consecutive minute data is put in the minute data buffer.

In step 1106, it is determined whether the data buffer is full every minute. If the data buffer is not full every minute, go to Step 1111. On the contrary, if the minute data buffer is full, the step 1107 puts the minute data buffer into the RF transmission buffer. In step 1108, it is determined whether the transmission buffer is full. If the RF buffer is not full, the process moves to step 1111. If the RF buffer is full, the data in the RF transmission buffer is transmitted in step 1109. In step 1110, it is determined whether the transmission has been properly performed, and if the transmission is successful, the process returns to step 1111.

In step 1111, it is determined whether the GPS receiver is mounted. If a GPS receiver is fitted, in step 1112 the code 0x00 is inserted into the buffer as a hawk. If the GPS receiver is not installed, enter the keypress code 0x01 into the minute data header and the minute data buffer. Then step 1141 and later are described in detail. In the case of continuous data in step 1104, it is determined in step 1114 whether the GPS receiver is installed. If the GPS receiver is installed, insert the minute data including the designated number into the minute buffer at step 1115, and if the GPS receiver is not equipped at the same time, fill the minute buffer without the designated number into the minute buffer and perform step 1141. .

If it is determined in step 1103 that the event code is not 0x00, it is determined in step 1117 whether the keypress data codes 0x01 and the key press data codes 0x11 and 0x12 ... 0x1d after the empty difference exist. If it is confirmed that there are key input codes, it is determined in step 1118 whether the key input code buffer is full.

On the other hand, the above key input data code and external sensor input code, that is, start input code (0x20, 0x21), door open code (0x30, 0x31), rapid braking continuous input code (0x40), braking instantaneous input code (0x41), sales The start code (0x50) or the like is hereinafter referred to as BKD.

In step 1118, if the BKD buffer is full, jump to step 1141. If not, in step 1119, the data is put into the BKD buffer. In step 1120, it is determined whether the BKD buffer is full. If the BKD buffer is full, the address is stored in RAM in step 1121 and the process is performed after step 1141.

When there is no key input in step 1117, in step 1122, it is determined whether there is a code of a start state and a door open state. If there is a start state code or door open state code, it is determined in step 1123 whether the BKD buffer is full. If the BKD buffer is full, jump to step 1141. If the BKD buffer is empty, enter the data into the BKD buffer in step 1124. In step 1125, it is determined whether the BKD buffer is full, and if the BKD buffer is full, the overflowed position is stored in the memory in step 1126.

If there is no starting status code and door opening code in step 1122, it is determined in step 1127 whether there is a sudden braking continuous code. If there is a sudden braking code, it is determined in step 1128 whether the sudden braking data buffer is the first. If it is the first time, the number of sudden braking data buffers is added in step 1129, the sudden braking data header is put in the quick braking buffer in step 1130, and the quick braking data is put in the quick braking data buffer in step 1131, and the step jumps to step 1141. If the sudden braking data buffer is not the first in step 1128, step 1131 is performed, and then jumps to step 1141.

If it is determined in step 1127 that it is not a sudden braking combustion code, it is determined in step 1132 whether it is a sudden braking moment code. In the case of the sudden braking moment code, the sudden braking data buffer is initialized in step 1133, the instantaneous data is recorded in the sudden braking data buffer in step 1134, and it is determined in step 1135 whether the BKD buffer is full. If the BKD buffer is full, the overflowed position in step 1136 is written to memory (RAM). If it is determined in step 1132 that it is not the emergency braking moment code, in step 1137 it is determined whether the business start code.

If it is a business start code, the business start data is recorded in the BKD data buffer in step 1138, and it is determined in step 1139 whether the BKD buffer is full. If the BKD buffer is full, the overflowed location is recorded in the memory in step 1140, and step 1141 is performed. Similarly, if it is not the sales code in step 1137 or the BKD buffer is not filled in step 1139, step 1141 is performed.

In step 1141, the remaining minute data buffer is recorded in the RF buffer. In step 1142, it is determined whether the RF buffer is full. If the RF buffer is full, the contents of the RF buffer are transmitted to the wireless modem in step 1143. In step 1144, it is determined whether the transmission was successful.

If it is not transmitted, it is returned and if it is transmitted or if the RF buffer is not full in step 1141, the process moves to step 1145 to put the data of the BKD buffer into the RF buffer. In step 1146, it is determined whether the RF buffer is full. When the RF buffer is full, in step 1147, the contents of the RF buffer are wirelessly transmitted to the wireless modem. In step 1148, it is determined whether the transmission is successful.

If the transmission is not successful, the return is returned. If the transmission is successful, as in the case where it is determined in step 1146 that the RF buffer is not full, in step 1149, it is determined whether the BKD buffer is full during the above search. When the BKD buffer is full, the BKD data is separately searched, organized and transmitted in step 1150, and it is determined whether the transmission is successful in step 1151.

If the transmission is not successful, it is returned. If the transmission is successful and if it is determined that the BKD buffer is not full in step 1149, the process moves to step 1152 and puts the closing data code (0x55) into the RF buffer.

In step 1153, it is determined whether the RF buffer is full, and if it is full, in step 1154, the contents of the RF buffer are transmitted to the wireless modem. In step 1155, it is determined whether the transmission was successful, and if it is not transmitted, it is returned. If the transmission is successful and if the RF buffer is not full in step 1153, the process proceeds to step 1156 to insert the sudden braking data into the RF buffer.

In step 1157, it is determined whether the RF buffer is full, and in step 1158, the contents of the RF buffer are transmitted to the wireless modem. In step 1159, it is determined whether the transmission was successful, and if it is not transmitted, it is returned. If the transmission is successful and if the RF buffer is not full in step 1157, the process proceeds to step 1160 to determine whether data remains in the RF buffer.

If the RF data remains in step 1161, the contents of the RF buffer are wirelessly transmitted to the wireless modem, and in step 1162, it is determined whether the transmission is successful. Returned if not sent. If transmission is successful and if data remains in the RF buffer in step 1160, the process proceeds to step 1163 to initialize the VFD, and the process ends.

As described above, the present invention combines the taco function with the GPS-equipped vehicle so that the system mechanism according to the operation of the vehicle is processed as data of the taco function so that the vehicle status and the driving information can be managed more finely, accurately recorded, wired and wirelessly transmitted and managed. Through such management, the service to the passengers can be improved and the vehicle can be secured.

Claims (38)

To manage vehicles equipped with GPS receivers using commercial communication networks, speed sensors, door sensors, voice detection sensors that detect the current state of the vehicle, and key inputs input by the driver for vehicle operation control, and time signals of signals sent from GPS satellites. GPS receiver that calculates and outputs deviation as coordinate signal, one or more memory temporarily storing data acquired by the system's own program and system program, and wireless communication between vehicle and situation room using real time communication network. Short distance and long range wireless devices, and a main microcomputer that calculates the vehicle's driving status, coordinates, latitude, longitude, direction, vehicle speed, distance, time, day, month, and day based on signals from GPS receivers. In a vehicular navigation management system, a number of geographical coordinates, previously operated in relation to a GPS receiver, Flash memory card with an asynchronous ARAM that stores data on the location, speed, and status of the vehicle, which stores taco key input and vehicle status in relation to the taco function, and stores signals as digital signals from voice sensors. And a key input unit for receiving a plurality of key inputs such as tacho function, vacant car, driving, surcharge, payment, compound call, discount, etc., and key input of taco function. The VFD displays the fare, VAT, total fare category, vehicle status, etc., and is connected to the input / output port of the main microcomputer, so that the printer device issuing tariffs according to taco processing and signals from the key input section. A submicrocomputer which checks the state of the vehicle and inputs it to the main microcomputer and displays the result on the display according to the control thereof; Receives a signal from the microcomputer and performs taco processing and displays taco according to the vehicle status, and processes the message frame to store the vehicle status and driving information in the flash memory and controls the main microcomputer. Navigation management system. The vehicle navigation management system according to claim 1, wherein the flash memory card includes a flash memory, and the flash memory has a data storage structure according to taco processing. 2. The vehicle navigation management system according to claim 1, wherein the key input unit of the submicrocomputer further includes a deceleration rate adjustment and a fare adjustment adjustment input key to accurately calculate the vehicle speed and the vehicle travel distance and provide flexibility to the fare variations. 3. The flash memory according to claim 2, wherein the flash memory includes a basic structure, a minute data structure, an empty key pressed data structure, a key pressed structure after an empty difference, a startup state memory structure, a door open state memory structure, a rapid braking continuous memory structure, a rapid braking instantaneous memory structure, Vehicle navigation management system that consists of the opening memory structure. A vehicle navigation control method for managing a vehicle equipped with a GPS receiver using a commercial communication network, the method comprising: setting a peripheral device for a GPS receiver, a vehicle speed sensor input, and a key input serial / parallel port; Reading vehicle status data, controlling the GPS receiver by the primary microcomputer to process GPS messages, and checking the taco function key input and vehicle status by the secondary microcomputer and displaying the corresponding data, or processing the taco by the primary microcomputer. Vehicle navigation management control method comprising the steps of allowing the wireless communication with the situation room. 6. The method of claim 5, wherein the processing of the GPS message comprises: checking the reception buffer, determining whether to perform the GPS preprocessing step, processing the taco function if the GPS preprocessing is not performed, and preprocessing the GPS message. Determining 1, 2, and 3, reading a single byte of a unique code from the GPS message buffer to form a GPS message frame and storing the GPS message frame in a GPS message frame buffer, and determining the size of the GPS message frame; And a checksum of the data portion of the message frame and transmitting, and a GPS message preprocessing step of zero and an initialization of the GPS message frame. The method according to claim 5 or 6, wherein the processing of the GPS message frame comprises: checking the type of the GPS message after preprocessing the GPS message, obtaining the number of satellites used by the GPS receiver, and calculating the year, month, day, and hour. Set the minutes and seconds, perform two-dimensional navigation and statistical navigation process, obtain GPS time from GPS message, change it to year, month, day, hour, minute, second of Korea, and calculate latitude and longitude. And searching for a place number corresponding to latitude and longitude, or obtaining a place number and storing the place number in a memory. 6. The method of claim 5, further comprising the steps of: initializing key buffer data when there are key inputs for checking a plurality of key inputs and vehicle conditions; initializing key values and requesting key values from the key buffer; And ORing the read key value and the previous key value data when the key read during the delay time is valid. The method according to claim 5 or 8, further comprising the steps of: determining whether the section to be displayed to determine the current division mode is the start time of operation; Determining the number of pieces, determining whether the number of divisions, determining whether the number of drivers, determining whether the deceleration rate, determining the vehicle number, checking the company number, And determining a vehicle group number, and determining a current division mode to display a division number value. The method according to claim 5 or 8, wherein the step of checking the current hour, minute, and second, the checking of the total distance traveled, the checking of the total operating distance, and the total number of times of operation for the variable mode key value are changed. Checking steps, checking the total number of times, checking the total fare, checking the daily mileage, checking the daily operating distance, indicating the total daily fare, Checking the driving status, checking the vehicle status at the same time, checking the basic distance, after distance, partial distance, and remaining distance, checking the number of weekly sales, checking the number after weekly, Checking conversion fee, Checking year, month, day, Checking appointment time, Checking distance of section, Checking remaining oil replacement distance, Replacing transmission oil Remaining The current identification number by judging it as a division mode in which the current division mode is changed; And vehicle navigation management control method further comprising the step of displaying the division mode. 11. The method of claim 10, wherein the step of determining whether the vehicle is empty or not includes: determining whether the basic distance has passed, determining whether the fare state has changed since the basic distance, and if the fare state is changed, before setting the remaining distance. Calculating a fare by distance, and calculating a remaining distance if the fare state does not change. 6. The method of claim 5, wherein the taco processing for the plurality of key values comprises: reading and processing the key values in the key buffer, checking and processing the presence of the distinct key values, checking and processing the empty car key values; Checking and processing the driving key value, checking and processing the premium key value, checking and processing the pay key value, checking and processing the compound key value, checking and processing the call key value, Checking and processing the key value to be cut, checking and processing the separator key value, checking and processing whether the separator key is off, checking and processing whether there is a separator key value and an empty car key value; , Checking and processing the cargo key value, checking the tariff revision key value and revising the tariff structure when the current state is empty, and checking the deceleration rate key value and when the current state is empty. The step of adjusting the deceleration rate, checking the empty vehicle and the discount key value at the same time, and if the current vehicle is empty and in the current division mode, the daily driving distance, daily operating distance, daily total rate, weekly operating frequency, weekly frequency and weekly total rate A vehicle navigation management control method comprising the steps of initializing the taco information, displaying the current division mode, and displaying the cut and the vehicle status. 13. The method according to claim 5 or 12, wherein the key value processing step is for determining whether the vehicle is in a state of empty vehicle, determining whether it is in a call operation state if it is not in a state of empty vehicle, and if it is a call operation, Vehicle navigation management control method further comprising the step of adding a call charge. The method according to claim 5 or 12, wherein the processing of the driving key value comprises: determining whether the current state is running, determining whether the current state is an empty vehicle or a calling state, and if the current state is A process of starting a business operation if the vehicle is in a vacant vehicle or a call state, a process of moving to a current driving state if the current state is not in a vacant vehicle or a call state, and reconfirming the call operating state and correcting the sum and tax The vehicle navigation control method comprising the steps of displaying the charge according to the result of the above processing and storing the data in the flash memory. The method according to claim 5 or 12, wherein the premium key value processing step includes determining whether the current state is a premium, determining whether the current state is an empty vehicle or a calling state when the premium state is not a premium state, and an empty vehicle / calling state. If it is, call processing is performed and if it is not called, it is a surcharge, and if it is called, it sets up the sum and tax in the case of calling. Vehicle navigation control method comprising the steps of recording. 13. The method according to claim 5 or 12, wherein the processing of the payment key value comprises: determining whether the current state is a payment; determining whether the current state is an empty car or a calling state if it is not paid; Start-up processing, paying for the current status if there is no vacant car or call, and determining whether the current state is a free-car or call after a predetermined time, and if it is a vacant car or call, start-up processing if not. And storing the key value in the vehicle navigation management control method. 13. The method of claim 5 or 12, wherein the processing of the composite key value comprises: determining that the composite state is not a composite state if the current state is a composite state; Vehicle navigation control method comprising the steps of recording on. 13. The method according to claim 5 or 12, wherein the processing of the call key value comprises: determining whether the current state is an empty vehicle; making a call to the current state if an empty vehicle state; And recording the data into a real-time controller in a call operation state, initializing the weekly driving distance and adding the operation number one by one, initializing the remaining distance, and storing the data according to the call key value in the flash memory. Vehicle navigation management control method consisting of. 13. The method according to claim 5 or 12, wherein the processing of the discount key value includes determining whether the current state is a cut, call, or vacancy, and reducing the current state if it is not a cut, call, or vacancy. And storing key input data in a flash memory. The method of claim 5 or 12, wherein the step of processing the division key value determines whether the current alarm sounds or not, and performs the processing when the alarm sounds and when the alarm sounds. Releasing the timer; determining whether the alarm state is the appointment time; turning off the timer; checking whether the alarm state is engine oil; checking whether the alarm state is a transmission oil alarm; And checking the brake lining alarm or not, and then displaying the distinguishing mode which does not change the original setting mode and determines whether the separating key is pressed, and when the separating key is pressed. Increasing the division mode by one, setting the division mode to zero if the number of division modes is larger, and the division delay time. Calculating the time the separator key was pressed by subtracting the next delay time, recording the automatic return time in RAM, displaying the separator mode on the VFD, and pressing the separator key in RAM when the separator key was pressed. Vehicle navigation control method comprising the steps of recording. The method of claim 5 or 12, wherein the processing of the state in which the division key is opened comprises: not releasing the alarm operation if the alarm is released by determining whether the alarm is released, and if the alarm is not released. If the division key is not pressed, the division number is increased one by one. If the division number is larger than the number of divisions, the division number is set to 0. If the division key is pressed, the division button is displayed. A vehicle navigation management control method comprising the steps of canceling all the data in the key buffer by releasing it in a pressed state and specifying an automatic return time. 13. The method of claim 5 or 12, wherein the processing of the division and empty vehicle key values comprises: determining whether the current state is the empty vehicle state; canceling the division key pressing in the empty vehicle state; and setting the division mode. Vehicle navigation control method consisting of steps. 13. The method according to claim 5 or 12, wherein the processing of the cargo key value comprises: determining whether the vehicle is in an empty vehicle or a cargo call state; A vehicle navigation management control method comprising the steps of calculating the total charges by adding the charges and calculating the freight tax, and displaying the calculation results in the VFD and storing them in the flash memory. The method according to claim 5, wherein the sub-microcomputer which has processed the key input sends a first bit to the key buffer to inform the start of communication and sends processing data to the key buffer to send data to the main micro computer. And informing the key buffer of the end of data transmission. The method of claim 5, wherein the step of controlling the VFD comprises: determining whether the automatic return is performed; if the automatic return is performed, determining whether 10 seconds have elapsed, canceling the automatic return, and confirming the current division mode by the set automatic return; If it is not returning, display the changing mode every time such as division mode, and display the vehicle status, and if the fee status has not changed by judging whether the fee status has changed, and displaying the speed if the fee status has changed, and call fee status if the fee status is changed. Judging whether the VAT is equal to the set value, if not equal to the set value, and if it is equal to the set value, displaying the current rate and VAT, if not equal to clearing the current rate and VAT column; Determining whether the call charge state and the payment state, and if the call charge state and the payment state, Vehicle sum management and control method comprising the sum of the sum of charges and call charges, and if the call charges state and the payment state is not in the state of the charges in the sum of charges and the charge rate is not changed. The method of claim 5, wherein the processing of the taco function comprises: calculating a speed by calculating a time interval between pulses and a distance per pulse, obtaining an acceleration through a previous speed, a current speed, and an interval between pulses; Determining whether the previous speed is the predetermined speed and the acceleration decelerates more than the predetermined speed, and if the speed is decelerated more than the predetermined speed, setting the brake in a sudden braking state, calculating the distance pulse interval in case of the sudden braking, and converting it into a time pulse; The distance and the total driving distance converted into distance pulses are added to the distance, the engine oil replacement distance, the transmission oil replacement distance, the brakelining replacement distance, the step of calculating the distance, and whether the basic fare has been calculated. If the rate is not calculated, set the limit speed as the limit speed at the base distance. The step of limiting the speed to the maximum speed, the step of determining whether the vehicle is empty, and adding the mileage to the total operating distance in the daily operating distance if the vehicle is not empty; Determining the authorization if it is a time-distance co-occurrence, and if the time-distance co-occurrence is judged to process it if it is a time-distance co-occurrencer If the distance is determined, and if the distance is determined to process the process, if the distance is calculated, converting the calculated pulse into a partial distance, and if the premium method is determined to be a surcharge and processing it if the surcharge; If it is calculated by judging whether the base rate has been calculated, the distance after the premium is used as the reference distance. In the case of the driving distance or the payment state, judging whether it is the driving state or the payment state, and setting the fare calculation mode 0 or 1 by judging whether it is a compound state or in the premium state by judging whether it is a premium state. Determining whether it is in a mixed state; in the case of a mixed state, determining the rate premium; and setting the rate calculation mode 5 or 4; Setting 3, setting the fare calculation mode to 6 if not in the step of determining whether the premium is in the premium state, and determining whether the partial distance is greater than or equal to the reference distance and the partial distance is greater than the reference distance. If it is greater than or equal to 1, calculate the rate in units of charge, and if the partial distance is smaller than the standard distance, check whether the rate calculation mode is 0, 3, or 6 Calculating the fare, calculating the fare after compounding when the fare calculation mode is 1, 5, calculating the fare after the premium when the fare calculation mode is 2, and after the compounding rate when the fare calculation mode is 4. Calculating the total charges, calculating the surcharges, calculating the current charges, calculating the surcharges, calculating the sum of the current charges and the surcharges, and calculating the total combined charges; Calculating, and if not, determining the weekly aggregate fee; calculating the number of post-current counts and calculating the total number of post-counts in the premium state; Calculating the number of times after the week, subtracting the calculated distance from the partial distance in the case of a premium, and displaying the rate on the VFD when the base rate is calculated. Luer binary car navigation management control method. 27. The method of claim 5 or 26, wherein the processing of the fee by the time distance mutual comparator comprises determining whether the current speed is greater than the threshold speed, and calculating the distance pulse interval when the current speed is greater than the threshold speed. And a step of calculating the time pulse interval when the speed is smaller than the limit speed. 27. The method of claim 5 or 26, wherein the processing of the fee according to the time-distance co-simulation comprises calculating a time-distance pulse and a time-pulse simultaneously. 27. The method of claim 5 or 26, wherein the step of processing the limited time distance comparator further comprises the steps of: calculating a distance pulse; and further determining the time pulse if it is not large to determine whether the current speed is greater than the threshold speed. Vehicle navigation management control method further comprising. 27. The method of claim 5 or 26, wherein the processing of the distance agent comprises: determining whether the base state is in a basic state; calculating a time pulse in the case of a basic state; and calculating distance pulses in a non-base state. Vehicle navigation control method to be made. 27. The method of claim 5 or 26, wherein the processing of the fee by the fare surcharge comprises: determining whether the base rate has been calculated; calculating a subsequent distance as a reference distance when the base rate is calculated; If it is not calculated, the vehicle navigation management control method comprising the step of setting the subsequent distance. The method of claim 5, wherein the displaying of the vehicle driving state on the VFD includes determining whether the current speed is less than or equal to the limit speed and displaying the speed in proportion to the speed if the current speed is greater than the speed limit. Determining whether the call rate is in the state of payment or payment if it is less than or equal to the speed; and if the call rate is in the state of payment, displaying the sum of sum and surcharge in the sum of charges; A vehicle navigation management control method comprising the steps of displaying only the fare, judging whether the vehicle is empty or paying status, displaying the combined fare when the vehicle is empty, and displaying speed only when the vehicle is not empty. When the main microcomputer processes an alarm state, determining whether the alarm state is 1, 2, 3, 4, 5, or 6, and when the alarm state is 6, setting the division mode to lining replacement distance. Step, setting the separation mode to the transmission oil replacement distance when the alarm state is 5, setting the separation mode to the engine oil replacement distance when the alarm state is 4, and separating mode when the alarm state is 3. To set the appointment time, and if the alarm state is 2, set the division mode to the warning speed, and if the alarm state is less than 6 and the alarm time is less than 80 seconds, repeat the alarm state check processing, and the alarm state is 1 If the current speed is greater than the warning speed vehicle navigation management control method consisting of setting the division mode to the original mode. 34. The method as claimed in claim 33, wherein the processing of rechecking the alarm condition when the alarm condition is 2 and the alarm time is less than 80 seconds includes determining which alarm condition among alarm states 2, 3, 4, and 5; If the status is 2, stop the timer.If the alarm status is 3, check the oil change distance. If the alarm status is 4, check the transmission oil distance. If the alarm status is 5, change the lining replacement distance. A vehicle navigation management control method comprising the step of setting the confirmation state, and then setting the alarm state to 6 and displaying the division mode term on the VFD again with the division mode as the original mode. A vehicle navigation management control method for controlling communication between a system and a situation room, comprising: displaying a radio transmission on a VFD, attaching a header and a tail to an RF buffer to be transmitted, creating a communication registration code, and transmitting a data frame; After a time, check the received command in the RF buffer, and if there is a received command, determine whether it is a group check command, and in the case of a group command, check whether the group is a group and answer the group check. If not, performing 1: 1 RF processing, if the command is not a group confirmation command, checking the vehicle number and performing 1: 1 RF processing, and if the vehicle number is not confirmed, confirming the acknowledgment. If the acknowledgment is not confirmed after the receipt of the data request and retransmission request, and if the data re-request request, the data frame is retransmitted Method to control a vehicle navigation management data transfer. In the vehicle navigation management control that controls the communication between the system and the situation room, extracting the command frame from the RF buffer to determine whether there is a received command, analyzing the received command to terminate the command, and then confirming and receiving the communication registration code. A step of determining whether the command is a group check, a step of RF checking in the case of a group check and 1 if the group number is correct, and performing 1: 1 RF processing if the group is transmitted, and terminating the transmission if not. In the above step, it is determined whether the vehicle number is confirmed if it is not the group confirmation, and if so, according to the result of determining whether the RF processing step is 1 and the vehicle number is correct, the RF processing step may be set to 1 by the group confirmation transmission. Step and, if the vehicle number is not confirmed, it is determined whether it is a data request, and when the data request is made, the driving record is transmitted after confirmation of transmission. Not a request is not the transmission confirmation is also a car navigation control system consisting of terminating the transmission. A vehicle navigation control method for controlling communication between a system and a situation room while driving a vehicle, the method comprising: reading from a transmission start address to a final address of a flash memory by a real-time controller and organizing the transmission; Recording the address to be written to the real-time control unit, and determining whether the startup is turned off, recording the business start data when the startup is off, and if the startup is continued, initializing tacos and resetting the radio transmission status to terminate transmission. And resetting the state of the VFD and emptying the RF buffer and the GPS buffer when no transmission is made. In a vehicle navigation management system that communicates a message frame between a system and a situation room while driving a vehicle, reading a block to be transmitted, reading 25 bytes of a structure of a flash memory, and determining whether an event code is 0x00 Checking the data in the buffer and inserting it into the RF buffer to transmit the data, and determining whether the key is a key input code after empty car key input / empty difference, and when the code is confirmed, inserting data into the BKD buffer and transmitting the RF signal to the vehicle. In the state, it is judged whether it is the opening door opening confirmation code and puts the data into the BKD buffer when the code is confirmed, and puts the data into the BKD buffer when the code is confirmed by judging whether it is the sudden braking confirmation code of the vehicle. And determining whether the braking momentary confirmation code of the vehicle is confirmed, and if the code is confirmed, inserting data into the BKD buffer and transmitting the RF signal to the vehicle. If the code is confirmed by checking the start-up confirmation code, insert the data into the BKD buffer and send the RF, and determine whether the above transmissions were successful. Vehicle navigation control method comprising the steps of putting data in the buffer and RF transmission.