KR20110122369A

KR20110122369A - Driving guide system, driving estimation method and driving guide method

Info

Publication number: KR20110122369A
Application number: KR1020100041823A
Authority: KR
Inventors: 신민호
Original assignee: 주식회사 태호 테크놀러지
Priority date: 2010-05-04
Filing date: 2010-05-04
Publication date: 2011-11-10

Abstract

Driving guidance system of the present invention, the position determination unit for determining the position of the vehicle driving; A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area; A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving evaluation or guidance; A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles; And a comparison evaluator which compares the parameters of the vehicle with those of the other vehicles and relatively evaluates the driving ability of the vehicle driver.

Description

DRIVING GUIDE SYSTEM, DRIVING ESTIMATION METHOD AND DRIVING GUIDE METHOD}

The present invention relates to a driving guidance system for evaluating and / or guiding driving ability of a driver of a vehicle traveling in a predetermined region.

In the era of high oil prices, optimizing vehicle fuel economy has become a major issue for automobile manufacturers, consumers, and the environment. For manufacturers, lean burn engines and engines and transmissions have been researched steadily, and economic driving methods have become a hot topic for consumers. On the environmental side, various fuel consumption efficiencies are being regulated and their limits are raised to cope with environmental pollution. However, the optimization of fuel economy cannot be achieved by just a few efforts, and is a problem that must be made by a third party of manufacturers, consumers, and society. From the consumer's point of view, economic driving is of great interest, as the principle of the “ten economic driving rules” floats.

Economic driving is simply to realize a longer mileage using the same liter of fuel, the conventional vehicle provides the current fuel economy in the display unit, so that the operator can determine whether to accelerate or decelerate There was a system of guidance.

The conventional economic driving guidance system indicates whether it is a non-economical or economical area by using information related to fuel economy and power system measured by a sensor of an engine of a vehicle or a transmission and power information obtained from an accelerator and a brake pedal.

For example, the conventional economic driving guidance system is conventionally divided into non-economic zones, quasi-economic zones, and economic zones according to the degree of deceleration and acceleration, and displays the fuel economy of the current vehicle in the zone to instruct the driver to accelerate or decelerate. It was.

By the way, the driving habit of the driver embodied over a long time is difficult to be corrected by simply reporting the instant fuel economy. This demanded a more active means to actively correct bad driving habits (driving inclination) of the driver. Here, the driving habits needed to be improved in the direction of improving fuel economy and / or stability.

This is particularly desirable for bus or taxi companies that manage multiple vehicles.

An object of the present invention is to provide a driving guidance system or a driving guidance / evaluation method capable of actively correcting a driving habit of a driver.

Another object of the present invention is to provide a driving guide system or a driving guide / evaluation method capable of relatively evaluating a driver's driving ability.

Driving guidance system according to an aspect of the present invention, the position determination unit for determining the position of the vehicle driving; A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area; A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving evaluation or guidance; A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles; And a comparison evaluator which compares the parameters of the vehicle with those of the other vehicles and relatively evaluates the driving ability of the vehicle driver.

Here, the evaluation area may be an evaluation path that may be defined as a linear path between the start point and the end point.

The driving guide system may further include an evaluation area designation unit that designates the evaluation area according to an input of an administrator.

Here, the driving information collection unit may collect the vehicle driving information only when the position of the vehicle belongs to the evaluation area.

Here, the driving information collection unit attaches the position information of the driving vehicle to the collected driving information, and the comparison and evaluating unit compares and evaluates the driver's driving ability from parameters in which the position information of the vehicle corresponds to the evaluation area. Can be.

Here, the position determining unit and the driving information collecting unit is provided in the vehicle terminal device installed in the vehicle, the storage unit and the comparison evaluation unit, the management server is installed in a fixed place (for example, garage) outside the vehicle, not the vehicle It may be provided in.

Driving evaluation method according to another aspect of the invention, the step of confirming that the vehicle has entered a predetermined evaluation area; Collecting driving information of the vehicle until the vehicle leaves the evaluation area; Calculating parameters for evaluating a driver's driving ability of the vehicle from the collected driving information; And relatively evaluating the parameters in the evaluation region analyzed for other vehicles and the parameters in the evaluation region analyzed for the vehicle.

Here, the evaluation area is an evaluation path that can be defined as a linear path between a start point and an end point, confirming that the vehicle has entered the evaluation area, the vehicle is located at the start point of the evaluation path, and the evaluation area It can be confirmed that the vehicle is located at the end point of the evaluation path.

Here, in the collecting of the driving information, the speed and the rpm value displayed on the instrument panel of the vehicle are input, and in the calculating of the parameter, whether the vehicle is rapidly accelerated from the continuous pattern of the speed and the continuous pattern of the rpm. , At least one of braking, anti-clutch use time, average number of gears, and average speed may be calculated.

Driving evaluation method according to another aspect of the present invention, collecting the driving information of the vehicle while the vehicle is running; Classifying driving information belonging to a predetermined evaluation area among the collected driving information; Calculating parameters for evaluating a driver's driving ability of the vehicle from the divided driving information; And comparing / evaluating parameters in the evaluation area analyzed with respect to other vehicles and parameters in the evaluation area analyzed with respect to the vehicle.

Here, the collected driving information includes location information of the vehicle. In the step of classifying the driving information, only the ones of the collected driving information that belong to the evaluation area may be distinguished.

According to another aspect of the present invention, there is provided a driving guidance method comprising: generating driving propensity prediction-based data that records driving propensity events that may occur when a vehicle travels an area to be guided; Determining a position of a vehicle driving the guide target area; Determining a next route of the driving vehicle; Retrieving the driving tendency prediction-based data whether there is a driving tendency event to notify the identified next route; And if a driving tendency event exists as a result of the search, notifying the driver of the found driving tendency event.

The generating of the driving tendency prediction based data may include collecting driving information of the vehicle when the driving target area is driven; Calculating parameters for determining a driving propensity event of a driver of the vehicle from the collected driving information; And collecting driving propensity events of the driver of the vehicle based on the calculated parameters, and generating driving propensity prediction based data.

Driving guidance system according to another aspect of the present invention, the position determination unit for determining the position of the vehicle driving; A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area; A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving evaluation; A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles; A comparison evaluator for comparing the parameters of the vehicle with those of the other vehicles to relatively evaluate the driving ability of the vehicle driver; And a controller for performing the driving evaluation method and / or the driving guidance method.

When the driving guidance system or the driving guidance / evaluation method of the present invention according to the above configuration is implemented, there is an advantage that the driving habits of the driver can be actively corrected.

Alternatively, the present invention has the advantage of evaluating the driving ability of the drivers in a bus / taxi company that manages a plurality of vehicles.

Alternatively, the present invention has the advantage of correcting the driving habits of the drivers in the bus / taxi company that manages a plurality of vehicles.

1 is a block diagram showing a driving guidance system according to an embodiment of the present invention.
2 is a graph illustrating the principle of one method of obtaining a parameter.
3 is a flowchart illustrating a driving evaluation method according to another embodiment of the present invention.
4 is a flowchart illustrating a driving evaluation method according to another embodiment of the present invention.
5 is a block diagram showing a driving guidance system according to another embodiment of the present invention.
6 is a flowchart illustrating a driving guidance method according to another embodiment of the present invention.
7 is a block diagram showing one embodiment of an idle limit device.

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. It is noted that the following examples are examples of how to implement the invention.

1 shows a driving guidance system according to the present embodiment. The illustrated driving guidance system includes: a vehicle terminal device 300 installed in a vehicle and mainly performing driving function of collecting driving information of the vehicle; And a management server 400 analyzing driving information received from vehicle terminal devices installed in a plurality of vehicles to evaluate a driver's driving ability.

The illustrated vehicle terminal device 300 includes: a GPS module 380 as a location information collection unit for collecting information (location information) for determining a location of a driving vehicle; A driving information collection unit 310 collecting information (driving information) on a vehicle driving state including speed information and rpm information of a vehicle driving a predetermined evaluation area; A storage unit 330 for storing the collected driving information; A wireless communication module (340) as a server interface for transmitting the stored driving information to the management server (400); It may include a control unit 360 for controlling the operation of each component.

The GPS module 380 receives a signal (GPS signal) broadcast from a GPS satellite. In some implementations, the controller 360 determines the current position of the vehicle from the GPS signal, and when the determined position of the vehicle belongs to the predetermined evaluation area, the driving information collection unit 310 provides driving information. Can be controlled to collect For example, when the vehicle is a bus, the evaluation area may be a constant line path defined as a start point and an end point on a running route of the bus. In this case, when it is determined that the position of the vehicle determined by the GPS signal passes the starting point, the controller 360 operates the driving information collecting unit 310, and the position of the vehicle passes the end point. If it is determined that, the operation of the driving information collecting unit 310 can be stopped.

The driving information collecting unit 310 of another implementation may always operate during driving of the vehicle to collect driving information. In this case, the controller 360 selectively transmits only driving information whose position of the vehicle belongs to the evaluation area to the management server 400, or the controller 460 of the management server 400 evaluates the evaluation. Only driving information belonging to the area can be selectively applied to the evaluation.

The driving information collecting unit 310 collects information related to the driving state of the vehicle. In the case of the drawing, the driving information collecting unit 310 may receive a speed value and an rpm value displayed on the instrument panel of a general vehicle. In another implementation, the speed value calculated from the GPS signal may be input instead of the speed value.

The driving information collecting unit 310 of another embodiment may include not only the speed and rpm of the vehicle, but also the speed of the vehicle (calculated from the GPS signal), the acceleration of the vehicle (measured by the acceleration sensor), and the acceleration pedal operation information (eg, stepped depth). , At least one of the foot brake pedal operating speed (e.g. step depth, stepping speed), clutch pedal operation speed (e.g. step depth, stepping speed), shift gear stage, shift gear lever position Can be.

In addition, when the vehicle is equipped with an idling limit device, the driving information collection unit 310 may further collect information on the idling limit operation (idle limit time and / or idling time).

The speed of the vehicle may be obtained by calculating a GPS signal received from the GPS module, and in order to obtain the acceleration of the vehicle, an acceleration sensor may be mounted on the vehicle or the vehicle terminal device 300, and the driving The information collecting unit 310 may receive a sensing value of the mounted sensor. As the acceleration sensor, a gyro sensor and / or a geomagnetic sensor may be applied, and a one-dimensional, two-dimensional or three-dimensional acceleration sensor may be applied.

In order to obtain operation information of the acceleration pedal, a displacement detection sensor may be mounted on the acceleration pedal of the vehicle. Likewise, the foot brake pedal and the clutch pedal may be equipped with a displacement sensor, and the driving information collecting unit 310 may receive a sensing value of the mounted sensor.

The shift gear stage actually means the stage according to the transmission gear combination on the transmission (or transaxle) phase of the vehicle, and the shift gear lever position means the position on the display of the shift gear lever operated by the driver.

In order to obtain the transmission gear stage, a sensor for receiving a transmission gear stage signal of an automatic transmission vehicle or detecting a position of a transmission (or transaxle) may be mounted, and the driving information collection unit 310 The sensing value of the mounted sensor may be input.

In order to obtain the shift gear lever position, a position sensor for detecting the position on the display of the shift gear lever may be mounted near the shift gear lever of the vehicle, and the driving information collecting unit 310 may be mounted. The sensing value of the sensor may be input.

The wireless communication module 340 may form a data communication channel (including a wireless communication channel) with the management server 400. When the management server 400 is installed in a garage of a bus or a taxi, the wireless communication module 340 mounted on the vehicle entering the garage is directly connected to the wireless communication module 440 of the management server 400. Can be formed.

However, in order for the management server 400 to collect driving information more quickly, a repeater for relaying data communication between the management server 400 and the vehicle terminal device 300 may be installed at one or more places. In this case, a data communication channel between the management server 400 and the vehicle terminal device 300 may include a wireless communication channel between the vehicle terminal device 300 and the relay period and a wired line between the repeater and the management server 400. And / or a wireless communication channel.

The wireless communication module 340 may be, for example, a cellular mobile communication module (for example, a CDMA modem) or a wireless LAN module (for example, a Wi-Fi modem or a WiBro modem), and the cheapest communication module (for example, a Bluetooth module). , An RF communication module).

The storage unit 330 temporarily stores the driving information collected by the driving information collecting unit 310 until the driving information is transmitted to the management server 400 through the wireless communication module 340. The wireless communication channel between the vehicle terminal device 300 and the management server 400 of the vehicle in operation temporarily stores information continuously collected in preparation for being temporarily disconnected.

On the other hand, in another implementation, instead of (or additionally) the GPS module as the position determination unit, an acceleration sensor and a position calculation module for determining the position of the bus by integrating the acceleration value of the bus, and a plurality of known positions ( And a beacon signal sourcing module for determining a location of a bus by applying triangulation to the beacon signals broadcast from at least three reference base stations. In some implementations, the reference base station can also serve as a repeater for the wireless communication module.

In another implementation, a wired communication module (for example, a USB communication module) may be provided instead of the wireless communication module as the server interface, or a memory detachment means may be provided. In the latter case, the storage unit may be implemented as a removable nonvolatile memory (eg, a CF card or an SD card). The storage unit may lead to the management server by leaving the nonvolatile memory installed in the vehicle terminal device. The collected driving information may be transmitted.

The illustrated management server 400 includes a wireless communication module 440 as a terminal interface for receiving driving information from the vehicle terminal device 300; A parameter obtaining unit 420 analyzing the received driving information to calculate and obtain parameters for driving evaluation and / or guidance; A database (430) as a storage unit for storing the obtained parameters for each of the plurality of vehicles located in the same evaluation area; A comparison evaluator (450) which compares and evaluates a driver's driving ability from the parameters obtained for each of the stored plurality of vehicles; And a controller 460 for controlling the operation of each component.

The wireless communication module 440 may form a data communication channel (including a wireless communication channel) with the vehicle terminal device 300. The wireless communication module 440 may be, for example, a cellular mobile communication module (for example, a CDMA modem) or a wireless LAN module (for example, a Wi-Fi modem or a WiBro modem), and most inexpensively, a short-range communication module (for example, a Bluetooth module). , An RF communication module).

The parameter obtaining unit 420 calculates parameters for driving evaluation from the driving information. As evaluation parameters for 'enhancing fuel economy', the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average shift rpm, the time of the anti-clutch, the number of acceleration pedal sudden operations, the number of brake pedal rapid operations , Average running gear, and so on.

2 is a graph illustrating a speed pattern and an rpm pattern as the driving information.

Determination of each rapid acceleration event constituting the rapid acceleration number of times, by analyzing the speed information (for example, the speed pattern curve of Figure 2) of the driving information, if the increase in the speed of the predetermined period is out of the predetermined reference value to the rapid acceleration Can be considered.

The judgment of each of the rapid engine rotation events constituting the number of rapid engine rotations may be performed by analyzing rpm information (eg, the rpm pattern curve of FIG. 2) in the driving information, and if the rpm change of the predetermined period is out of a predetermined reference value, the rapid engine Can be considered a rotation.

The judgment of each sudden braking event constituting the number of sudden braking may be performed by analyzing speed information (for example, the speed pattern curve of FIG. 2) among the driving information, and may be regarded as sudden braking if the decrease in the speed of the predetermined period is out of a predetermined reference value. have. Alternatively, when the driving information includes the displacement detection sensing value of the foot brake pedal, the sudden braking event may be regarded as sudden braking when the change in the sensing value of the predetermined period is out of a predetermined reference value.

The shift gear stage of the driving vehicle may be obtained by analyzing speed information and rpm information (eg, the speed pattern curve and the rpm pattern curve of FIG. 2) among the driving information. For example, since the ratio of the rpm value and the speed value is constant according to the gear ratio for each gear stage, it is possible to determine the shift gear stage of the vehicle in operation at the ratio of the rpm value and the speed value. For example, in FIG. 2, section a may be determined as a first gear section, section d may be a second gear section, section g may be a third section, and section i may be a fourth section.

On the other hand, in the case of using a sensor (eg, displacement sensor) for detecting the position of the shift gear, the number of shift gear stages can be easily determined based on the sensing value of the sensor.

The determination of the braking event of the vehicle may be determined by analyzing the driving information (for example, a speed pattern curve) and rapidly decreasing the speed, and in the case of an engine brake, by determining a pattern in which the speed is decreased. . For example, when the stepped shape is present in the speed reduction pattern, it may be determined as an engine brake, and when the stepped shape does not exist, it may be determined as braking according to the operation of the braking device.

The average rpm may be obtained as an average of rpm values in the predetermined evaluation region.

The average shift rpm stores the rpm value at that time point as a result of the determination of the shift gear stage, at each time point in which the shift gear stage is changed, and averages the rpm values at the time of changing the gear stage in the predetermined evaluation section. Can be obtained as For example, the average shift rpm may be obtained by averaging the rpm values of the boundary points of the sections b and c, the rpm values of the boundary points of the sections d and e, and the rpm values of the boundary points of the sections h and i.

The use of the half clutch may be determined by analyzing a pattern (eg, a speed pattern curve and an rpm pattern curve of FIG. 2) in which the speed and rpm are increased. For example, the time between the time when the rpm pattern starts to increase and the speed pattern starts to increase near the shift time can be determined as the shift time, and when the shift time is equal to or greater than a predetermined reference time, the anti-clutch state Can be judged. For example, it may be determined that the section c, the section f, and the section i of FIG. 2 are in a half clutch state.

Alternatively, when the displacement information sensor is included in the clutch pedal (or clutch disk) in the driving information, it may be determined that the anti-clutch is used when the sensing value of the displacement sensor is present in a predetermined range for more than a predetermined reference time. .

The acceleration pedal sudden operation is similar to the rapid acceleration, but the rapid acceleration determines that the actual vehicle is rapidly accelerated, whereas the acceleration pedal rapid operation means that the acceleration pedal is rapidly operated regardless of the actual movement of the vehicle. The acceleration pedal sudden operation may be regarded as a rapid operation when the change of the sensing value of a predetermined period is out of a predetermined reference value when the displacement information sensing value of the acceleration pedal is included in the driving information.

The brake pedal sudden operation is similar to the sudden braking, but the rapid braking determines that the actual vehicle is suddenly braked, whereas the brake pedal sudden operation means that the brake pedal suddenly operates regardless of the actual movement of the vehicle. The brake pedal sudden operation may be regarded as a sudden operation when the change in the sensing value of a predetermined period is out of a predetermined reference value when the displacement information sensing value of the brake pedal is included in the driving information.

The average running gear stage can be obtained from each gear stage and the time maintained in the evaluation area. For example, by multiplying the gear stage and the time maintained for each gear stage, adding the multiplied values, and dividing by the total time, the average driving gear stage can be obtained.

The idle limit time can be obtained only for the vehicle in which the idle limit device is installed. The idle limit device outputs a signal to stop the engine (or stops the fuel supply) when it is determined that idling is expected, and outputs a signal to restart the engine when the idle situation is expected to end. The vehicle terminal device 300 regards the idle time limiter as the time when the idle limit device is used from the time point at which the signal for stopping the engine is input to the time point at which the signal for restarting the engine is input, and the idle limit device. The idle time limit in the evaluation area can be obtained by summing the times considered to be used. When the idle limit time is obtained, the idle time (time when idling occurs, section in which the engine speed is 0 during operation) may be obtained together for comparison.

As parameters for evaluating 'safe driving' of the parameter obtaining unit 420, the number of rapid acceleration, the number of rapid braking, the number of engine brakes used, the average speed, the speed deviation, and the like are included.

The average speed may be obtained as a statistical average of speed values in the predetermined evaluation area, and the speed deviation may be obtained as a statistical dispersion or standard deviation of speed values in the predetermined evaluation area.

The comparison evaluation unit 450 relatively evaluates the driver's driving ability from the parameters obtained by the parameter obtaining unit. Here, evaluating relatively does not evaluate the driver's driving ability with only the parameters for evaluation in the evaluation area for any one driver, but the parameters for evaluation in the evaluation area for the driver to evaluate the driving ability. In addition to the above, it is meant to evaluate the driving ability for the driver to evaluate the driving ability by applying the evaluation parameters in the evaluation area for the other drivers to be compared.

The comparison evaluation unit 450 may relatively classify the driver's driving ability into detailed items including “fuel driving ability” and “safe driving ability” from the obtained parameters.

For example, the comparison evaluation unit 450, as evaluation parameters for evaluating the "fuel driving ability" of the driver, the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average shift rpm, the use of the van clutch At least one of time, acceleration pedal sudden operation number, brake pedal sudden operation number, average running gear stage, idling time limit, and idling time may be applied.

For example, the comparison evaluator 450 may apply at least one of the number of rapid acceleration, the number of rapid braking, the number of engine brakes used, the average speed, and the speed deviation as evaluation parameters for evaluating the driver's "safe driving ability." can do.

For example, the comparison evaluator 450 may determine, for each of the evaluation parameters, a ranking and / or above or below a specific driver among drivers that have traveled the evaluation area. Alternatively, relative scores of specific drivers may be given to the respective evaluation parameters.

In the latter case, the relative score means that the score is determined according to the values of other drivers for the same parameters. For example, when calculating the evaluation score for the rapid acceleration times, the average and standard deviation of the rapid acceleration times obtained for all the vehicles to be evaluated are obtained, 50 points are given to the average, and 1 sigma (standard deviation) than the average. As many as 30 points can be given, as many as 2σ can be given 10 points, if it is less than 1 sigma than average, 70 points can be given, and if it is as small as 2σ, 90 points can be given.

When evaluating other parameters for fuel efficiency, the fewer braking cycles are better, and the less braking cycles except engine brakes are better. The lower the average rpm, the better. The lower the average shift rpm, the better. The shorter the clutch time is, the better. The smaller the number of quick accelerator pedal operations, the better. The smaller the number of quick brake pedal operations, the better. The higher the number of running gears, the better.

In the case of a vehicle equipped with an idling limit device, it is better in fuel economy to properly use the idling limit than other vehicles in the same evaluation area. For example, the comparison evaluation unit 450 is a value obtained by dividing the total idling time limit of idling limit events (eg, idling limit of 10 seconds or more in succession) to help fuel economy in the evaluation area by the total idling time in the evaluation area. The larger the value, the better.

The comparison evaluation unit 450 sums or averages the relative evaluation results (for example, the 100-percent score) assigned to each evaluation parameter for the "fuel fuel driving ability", thereby comprehensively assessing the "fuel fuel driving ability" ( Example: 100 fraction score).

When evaluating other parameters for "safe driving capability", the fewer the number of rapid accelerations, the better. The fewer the number of rapid braking, the better. The higher the percentage of engine brake used, the better the average speed. The better the better, the better the speed deviation is.

The comparison evaluation unit 450 sums or averages the relative evaluation results (for example, a fraction of 100 points) assigned to each evaluation parameter for the "safe driving ability," to comprehensively evaluate the "safe driving ability." Example: 100 fraction score).

The database 430 is for storing driving information and / or evaluation parameters obtained from a plurality of vehicles.

The controller 460 controls the operation of each component of the management server 400 as a whole, controls the data communication with respect to the vehicle terminal device 300 as a whole, and controls the control unit of the vehicle terminal device 300 ( 360 and the driving evaluation method according to the spirit of the present invention.

In the driving guidance system of FIG. 1, the management server includes a parameter obtaining unit for calculating parameters for driving evaluation from the collected driving information. However, in another implementation, the vehicle terminal device may include the parameter obtaining unit. In this case, parameters calculated for the driving evaluation may be transmitted from the vehicle terminal apparatus to the management server.

Figure 3 shows an embodiment of a driving evaluation method according to the spirit of the present invention. In the driving guidance system illustrated in FIG. 1, steps S120 to S140 of the driving evaluation method illustrated in FIG. 1 are performed by the control unit 360 of the vehicle terminal device, and steps S160 and S180 are control units 460 of the management server. ) May be performed. In addition, the driving information collected in the step S130 is stored in the storage unit 330 of the vehicle terminal device 300, and through the wireless communication module 340 and the wireless communication module 440 of the management server 400. It may be delivered to the management server 400.

The driving evaluation method shown in FIG. 3 includes the steps of confirming that the vehicle has entered a predetermined evaluation area (S120); Collecting driving information of the vehicle until it leaves the evaluation area of the vehicle (S140); Calculating (S160) parameters for evaluating a driver's driving ability of the vehicle from the collected driving information; And comparing / assessing driving tendencies in the evaluation section analyzed with respect to other vehicles and driving tendencies analyzed for the vehicle (S180).

The evaluation area may be an area on an index for collecting driving information which is a basis for evaluating relative driving ability of a plurality of vehicles. In particular, in the case of a bus running on a fixed line, the evaluation area may be an evaluation path that may be defined as a linear path between a start point and an end point. In this case, in step S120, it may be confirmed that the vehicle is located at the start point of the evaluation path, and in step S140, it may be confirmed that the vehicle is located at the end point of the evaluation path.

In step S130, the speed information and the rpm information may be collected as the driving information of the vehicle. Depending on the implementation, the speed and rpm values displayed on the instrument panel of the general vehicle may be input. In this case, in step S160, evaluation parameters such as whether the vehicle is rapidly accelerated or the like may be calculated from the continuous pattern of the speed and the continuous pattern of the rpm.

In another implementation, as the driving information of the vehicle collected in the step S130, not only the speed and rpm of the vehicle, but also the speed of the vehicle (calculated from the GPS signal), the acceleration of the vehicle (measured by an acceleration sensor), and acceleration pedal operation information (eg : At least one of the depth of pedaling, the speed of stepping, the operation speed of the foot brake pedal (e.g. the depth of stepping, the speed of stepping), the speed of operation of the clutch pedal (e.g. the depth of stepping, the stepping of the speed), the gear shift stage, the gear shift position More can be collected. In addition, when the idle limit device is mounted on the vehicle, information on the idle limit operation may be further collected in step S140.

As parameters calculated in step S160, the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average speed rpm, the anti-clutch using time, the acceleration pedal sudden operation number, the brake pedal sudden operation number, average driving gear At least one of the number of stages, engine brake use ratio, average speed, and speed deviation may be applied.

In step S180, the calculated value of each parameter may be compared with the same parameter values of other vehicles. For example, in step S180, the number of rapid accelerations of other vehicles may be compared with the number of rapid accelerations of the vehicle to be evaluated.

In step S180, as a result of the comparison, the parameter value of the vehicle to be evaluated may be evaluated as a rank or a statistical value in a set consisting of parameter values of another vehicle.

4 illustrates another embodiment of a driving evaluation method according to the spirit of the present invention. In the driving guidance system illustrated in FIG. 1, step S230 is performed by the controller 360 of the vehicle terminal apparatus, and steps S250 and S280 are performed by the controller 460 of the management server. Can be. The driving information collected in the step S230 shown is transmitted to the management server 400 through the wireless communication module 340 of the vehicle terminal device 300 and the wireless communication module 440 of the management server 400, and the database ( 430 may be stored.

The driving evaluation method illustrated in FIG. 4 includes collecting driving information of the vehicle while the vehicle is in operation (S230); Dividing driving information belonging to a predetermined evaluation area from the collected driving information (S250); Calculating parameters for evaluating a driver's driving ability of the vehicle from the divided driving information (S260); And comparing / evaluating (S280) the parameters in the evaluation area analyzed with respect to other vehicles and the parameters in the evaluation area analyzed with respect to the vehicle to be evaluated.

The evaluation area may be an area on an index for collecting driving information which is a basis for evaluating relative driving ability of a plurality of vehicles. In this case, the driving information collected in step S230 may include location information of the vehicle (for example, a GPS signal received by the GPS module of the vehicle). In particular, in the case of a bus running on a fixed line, the evaluation area may be an evaluation path that may be defined as a linear path between a start point and an end point.

In operation S230, speed information and rpm information may be collected as driving information of the vehicle, and speed and rpm values displayed on a dashboard of a general vehicle may be input according to implementation. In this case, in step S260, from the continuous pattern of the speed and the continuous pattern of rpm, it is possible to calculate parameters for evaluation, such as whether or not the vehicle suddenly accelerated.

In another implementation, as the driving information of the vehicle collected in step S230, not only the speed and rpm of the vehicle, but also the speed of the vehicle (calculated from the GPS signal), the acceleration of the vehicle (measured by an acceleration sensor), and acceleration pedal operation information (eg : At least one of the depth of pedaling, the speed of stepping, the operation speed of the foot brake pedal (e.g. the depth of stepping, the speed of stepping), the speed of operation of the clutch pedal (e.g. the depth of stepping, the stepping of the speed), the gear shift stage, the gear shift position More can be collected. In addition, when the idle limit device is mounted on the vehicle, information on the idle limit operation may be further collected in step S140.

In step S250, only the location information among the collected driving information may be classified as belonging to the evaluation area. In particular, when the evaluation area is the evaluation path, in operation S250, the driving information collected from the driving information where the location information is the starting point to the driving information where the location information is the ending point may be classified as belonging to the evaluation area.

In operation S260, the evaluation parameter may be calculated by analyzing driving information classified as belonging to the evaluation area.

As parameters calculated in the step S260, the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average speed rpm, the anti-clutch use time, the acceleration pedal sudden operation number, the brake pedal sudden operation number, average running gear At least one of the number of stages, engine brake use ratio, average speed, and speed deviation may be applied.

In step S280, the calculated value of each parameter may be compared with the same parameter values of other vehicles.

In step S280, as a result of the comparison, the parameter value of the vehicle to be evaluated can be evaluated as a rank or a statistical value in a set consisting of parameter values of another vehicle.

The bus terminal apparatus of the present invention, which is further improved, may perform an eco-driving guidance function according to the current position of the bus, so that the driver may perform fuel efficiency improving driving. For example, the driving guidance system according to the present embodiment not only evaluates a driver's driving ability relatively for a predetermined evaluation section, but also provides guidance on fuel consumption driving and / or safe driving for all or part of a section in which driving is scheduled. to provide.

Hereinafter, a section for performing the driving guidance function is referred to as a guide target area, and according to implementation, the guide target area may be the same as or different from the evaluation area of the first embodiment. In addition, in the case of a vehicle running a designated line such as a bus, the guide target area may be all or part of the line.

5 shows a driving guidance system according to the present embodiment. The illustrated driving guidance system includes: a vehicle terminal device 300-1 installed in a vehicle to perform a function of collecting driving information of a vehicle and to notify a driver of fuel consumption driving and / or safe driving; And a management server 400-1 that analyzes driving information transmitted from vehicle terminal devices installed in a plurality of vehicles and evaluates a driver's driving ability.

The illustrated vehicle terminal device 300-1 includes: a GPS module 380-1 as a location information collection unit for collecting information for determining a location of a driving vehicle; A driving information collection unit 310-1 collecting information (driving information) on a vehicle driving state including speed information and rpm information of a vehicle driving a predetermined evaluation area; A storage unit 330-1 storing the collected driving information; A parameter obtaining unit 320-1 which analyzes the collected driving information and calculates and obtains parameters for driving evaluation and / or guidance; A wireless communication module 340-1 as a server interface for transferring the obtained parameters to the management server 400-1; A notification unit (390-1) for providing a driving guide to a driver of the vehicle to travel a predetermined guide target area; And a controller 360-1 for controlling the operations of the components.

The GPS module 380-1 receives a signal (GPS signal) broadcasted by a GPS satellite, and the driving information collecting unit 310-1 always operates during driving of the vehicle to collect driving information periodically. , Together with the GPS received signal of the collected time point, may be stored in the storage unit 330-1.

According to another implementation, the controller 360-1 may select only the driving information whose position of the vehicle belongs to the evaluation area, and control the parameter obtainer 320-1 to acquire the parameter. .

According to another implementation, the controller 360-1 determines the current position of the vehicle from the GPS signal, and when the determined position of the vehicle belongs to the predetermined evaluation area, the driving information collection unit 310-. It is possible to control 1) to collect driving information. For example, in the case of a bus of the vehicle, the evaluation area may be a constant linear area defined as a start point and an end point on a running route of the bus. In this case, when the controller 360-1 determines that the position of the vehicle determined by the GPS signal passes the starting point, the controller 360-1 operates the driving information collection unit 310-1, and the position of the vehicle is adjusted. If it is determined that the end point has passed, the operation of the driving information collecting unit 310-1 may be stopped.

The storage unit 330-1 stores the driving information collected by the driving information collecting unit 310-1, and provides the driving information necessary for calculating the parameter to the parameter obtaining unit 320-1. The parameter obtainer 320-1 may store the calculated parameter.

The driving information collecting unit 310-1 collects information related to a driving state of a vehicle, and in the case of the drawing, a speed value, an rpm value, a GPS reception signal, and a vehicle speed ( Calculated from a GPS signal), vehicle acceleration (measured with an accelerometer), acceleration pedal operation information (e.g. step depth, step speed), foot brake pedal operation speed (e.g. step depth, step speed), clutch pedal operation speed ( For example: stepped depth, stepped speed), at least two of the gearshift stages and the gearshift lever position can be collected.

The driving information collecting unit 310-1 of another simpler implementation may receive only the speed value (or the speed value calculated from the GPS signal) and the rpm value.

In addition, when the vehicle is equipped with an idling limiter, the driving information collection unit 310-1 may further collect information (idle limit time and / or idling time) of the idling limit operation.

The speed of the vehicle may be obtained by calculating a GPS signal received by the GPS module 380-1, and in order to obtain the acceleration of the vehicle, an acceleration sensor may be applied to the vehicle or the vehicle terminal device 300-1. For example, a gyro sensor may be mounted, and the driving information collecting unit 310-1 may receive a sensing value of the mounted sensor.

In order to obtain operation information of the acceleration pedal, a displacement detection sensor may be mounted on the acceleration pedal of the vehicle. Similarly, the displacement sensor may be mounted on the foot brake pedal and the clutch pedal, and the driving information collecting unit 310-1 may receive a sensing value of the mounted sensor.

In order to obtain the transmission gear stage, a sensor for receiving a transmission gear stage signal of an automatic transmission vehicle or detecting a position of a transmission (or transaxle) may be mounted, and the driving information collection unit 310-1 may be installed. ) May receive a sensing value of the mounted sensor.

In order to obtain the shift gear lever position, a position sensor for detecting the position on the display of the shift gear lever may be mounted near the shift gear lever of the vehicle, and the driving information collecting unit 310-1 The sensing value of the mounted sensor may be input.

The parameter obtaining unit 320-1 is for calculating parameters for driving evaluation from the driving information. As evaluation parameters for 'enhancing fuel economy', the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average shift rpm, the time of the anti-clutch, the number of acceleration pedal sudden operations, the number of brake pedal rapid operations , Average running gear, and so on.

As parameters for evaluating 'safe driving' of the parameter obtaining unit 320-1, there are rapid acceleration times, rapid braking times, engine brake use times, average speeds, speed deviations, and the like.

Specific examples of calculating each parameter have already been described in Embodiment 1, and thus redundant description will be omitted.

The wireless communication module 340-1 may form a data communication channel (including a wireless communication channel) with the management server 400-1.

The wireless communication module 340-1 may be, for example, a cellular mobile communication module (for example, a CDMA modem) or a wireless LAN module (for example, a Wi-Fi modem or a WiBro modem). Bluetooth module, RF communication module).

The notification unit 390-1 may include visual means (eg, a display) and / or audio means (eg, a speaker) for notifying a driver of driving contents.

A specific example in which the notification unit 390-1 guides the driver will be described below.

In the case of a bus on which the vehicle runs a fixed line, the evaluation area may be a constant line path defined as a start point and an end point on a running line of the bus. In this case, when the controller 360-1 determines the current location of the bus using the GPS reception signal, the controller 360-1 may analyze the driving route information to estimate a route on which the bus will travel. In this case, the driving route information of the bus may be stored in the storage unit 330-1.

The driving route information stored in the storage unit 330-1 may include statistically observed driving tendency events at points forming the route, as well as location information on a route on which the bus operates. Here, the 'driving propensity event' is a kind of evaluation term that may indicate the driving propensity of the driver, and includes 'quick acceleration driving', 'rapid braking driving', 'limiting idling', 'vanclutch driving' and the like.

In order to statistically observe the driving tendency event, first, the acquired parameters and / or driving information may be used for the driving evaluation when the bus operates the same section (that is, a guide target area). . For example, in the case of rapid acceleration / braking, as described above, the rapid acceleration / rapid braking can be determined from the speed pattern, and a predetermined section including a lot of rapid acceleration in the data accumulated for the guidance target area several times is referred to as' Accelerated driving 'may be regarded as a section having a high possibility of occurrence (in this case, the section for determining the inclusion of each event may be a section of the same length unit (eg, 50m). The boundary point of the can be fixed and can be fluid as a kind of observation window.)

The controller 360-1 searches for a 'driving tendency event' described in the service route information stored in the storage unit 330-1 for a section in which the next service of the bus is expected. Subsequently, the search result informs the user of the found 'driving propensity incident' through the notification unit 390-1. For example, if the above bus route information indicates that the bus has performed 'brake braking' in a section in which it will operate in the future, the driver may promptly hear the message, "There is a lot of sudden braking in the next section. Please note." Can be notified.

In some embodiments, the guide target region for guiding the driving and the evaluation region for the driving evaluation may be identical or different. The matching among them facilitates data management and processing.

The illustrated management server 400-1 includes a wireless communication module 440-1 as a terminal interface for receiving parameters for the driving evaluation and / or guidance from the vehicle terminal device 300-1; A database (430-1) as a storage unit for storing the received parameters for each of the plurality of vehicles located in the same evaluation area; A comparison evaluator 450-1 which compares and evaluates a driver's driving ability from the parameters obtained for the stored plurality of vehicles, respectively; An evaluation region designation unit 470-1 which designates an evaluation region for performing the driving evaluation; And a controller 460-1 for controlling the operations of the components.

The wireless communication module 440-1 may form a data communication channel (including a wireless communication channel) with the vehicle terminal device 300-1. The wireless communication module 440-1 may be, for example, a cellular mobile communication module (for example, a CDMA modem) or a wireless LAN module (for example, a Wi-Fi modem or a WiBro modem). Bluetooth module, RF communication module).

The comparison evaluation unit 450-1 relatively evaluates a driver's driving ability from the parameters transmitted from the vehicle terminal device 300-1.

The comparison evaluation unit 450-1 may relatively classify the driver's driving ability into detailed items including “fuel driving ability” and “safe driving ability” from the received parameters.

A detailed method of the comparative evaluation unit 450-1 relatively evaluating the detailed items of the driver's driving ability from the received parameters is similar to that described in Embodiment 1, and thus redundant description will be omitted.

The comparison evaluation unit 450-1 sums or averages the relative evaluation results (for example, a fraction of 100 points) assigned to each evaluation parameter for the "safe driving ability", and aggregates the "safe driving ability". Assessments (eg 100 fraction scores) can be performed.

The database 430-1 is for storing driving information and / or evaluation parameters obtained from a plurality of vehicles.

The controller 460-1 controls overall operations of the components of the management server 400-1, controls data communication with respect to the vehicle terminal device 300-1, and controls the vehicle terminal device. The driving evaluation method according to the spirit of the present invention may be performed together with the control unit 360-1 of 300-1.

In the driving guidance system of FIG. 5, although the vehicle terminal device 300-1 has a parameter obtaining unit 320-1 for calculating parameters for driving evaluation from the collected driving information, in another implementation, the parameter obtaining is performed. The management server may be provided. In this case, parameters calculated for the driving evaluation may be transmitted from the vehicle terminal apparatus to the management server.

The two controllers 360-1 and 460-1 of the driving guide system of FIG. 5 may perform the driving evaluation method as illustrated in FIG. 3 or 4. In addition, the two controllers 360-1 and 460-1 may also perform a driving guidance method as illustrated in FIG. 6.

The driving guidance method illustrated in FIG. 6 collects driving information according to the driving of a vehicle for a predetermined guide target region, collects a driving tendency event generated during driving of the guide target region, and based on this, Creating driving propensity prediction-based data recording driving propensity events that may occur when driving the guide target area (S600); Determining a location of the vehicle (S720); And determining a driving tendency event having a high probability of occurring from the determined position of the vehicle and the collected driving tendency events (S740 ˜ S780).

The illustrated driving guidance method is mainly useful for a bus or the like traveling on a certain running route (that is, a route route). In this case, the driving guidance method is a process of largely collecting driving tendency events occurring when the vehicle runs the driving route and creating driving tendency prediction-based data (in this case, data about events occurring in the driving route). The operation S700 may be performed to guide the driving of the vehicle that is driving the driving route using the driving tendency prediction-based data (S700).

The step S600 may include collecting driving information of the vehicle when the vehicle drives the guide target area (S630); Calculating parameters for determining a driving propensity event of a driver of the vehicle from the collected driving information (S660); And collecting driving propensity events of the driver of the vehicle based on the calculated parameters, and generating driving propensity prediction based data (S670).

According to the idea of the present embodiment, the guide target area is an area in which a driver who is driving is notified of expected driving tendency in advance, and is defined as a linear path between a start point and an end point in a vehicle running a fixed line such as a bus. It may be all or part of the service route being made.

The driving information collected at step S630 may include location information of the vehicle (eg, a GPS signal received by the GPS module of the vehicle).

In operation S630, speed information and rpm information may be collected as driving information of the vehicle, and speed and rpm values displayed on an instrument panel of a general vehicle may be input according to implementation. In this case, in step S660, from the continuous pattern of the speed and the continuous pattern of rpm, it is possible to calculate the parameters for evaluation, such as whether or not the vehicle sudden acceleration.

In another embodiment, as the driving information of the vehicle collected in the step S630, not only the speed and rpm of the vehicle, but also the speed of the vehicle (calculated from the GPS signal), the acceleration of the vehicle (measured by an acceleration sensor), and acceleration pedal operation information (eg : At least one of the depth of pedaling, the speed of stepping, the operation speed of the foot brake pedal (e.g. the depth of stepping, the speed of stepping), the speed of operation of the clutch pedal (e.g. the depth of stepping, the stepping of the speed), the gear shift stage, the gear shift position More can be collected. In addition, when the idle limit device is mounted on the vehicle, information on the idle limit operation may be further collected in step S630.

In step S660, only the location information among the collected driving information may be classified as belonging to the guide target area. In operation S260, the evaluation parameter may be calculated by analyzing driving information classified as belonging to the guide target area.

As parameters calculated in step S660, the number of rapid acceleration, the number of rapid braking, the number of braking excluding the engine brake, the average rpm, the average speed rpm, the anti-clutch use time, the acceleration pedal sudden operation number, the brake pedal sudden operation number, average running gear At least one of the number of stages, engine brake use ratio, average speed, and speed deviation may be applied.

In operation S670, the driving tendency events occurring at each point (or partial section) belonging to the guide target area may be analyzed by analyzing the calculated value of each parameter. In addition, the driving tendency prediction-based data may be generated based on the identified driving tendency events.

In step S670, when the driving tendency prediction-based data is generated, the identified driving tendency events may be statistically applied. For example, when the rate at which the 'brake braking driving' event occurs when more than 25% occurs when passing a specific partial section belonging to the guidance target region, predicts the 'brake braking driving' event in the specific partial section. Can be prescribed in

According to the implementation, when generating the driving propensity based data, driving propensity events generated when other vehicles travel the same guided areas may be used together.

The step S700 may include determining a position of a vehicle that is being driven (S720); Determining a next route of the driving vehicle (S740); Searching whether there is a driving tendency event to notify the identified next route (S760); And if there is a driving tendency event as a result of the search in step S760, the driver may be notified of the found driving tendency incident (S780).

In step S720, the position of the vehicle being driven is determined using a GPS module or the like. In step S740, the location of the vehicle determined in step S720 is substituted into the driving route and the driving tendency prediction-based data created in step S670. Thus, the driving tendency prediction-based data is searched for a point (or a partial section) corresponding to the next position of the vehicle expected from the driving line. That is, it is searched whether a driving tendency event exists at a point (or a partial section) corresponding to the next position on the driving tendency based data (S760).

If there is no driving tendency event as a result of the search in step S760, the elapse of time without any notification operation at that time, and performs the step S720 for the next time point.

If there is a driving tendency event as a result of the search in step S760, the driver is notified of the driving tendency event found to exist (S780), and the step S720 is performed for the next time point.

In operation S780, the driver may be notified of the found driving tendency through visual means (eg, an LCD display or indicator light) and / or audible means (eg, a speaker).

In the driving guidance system illustrated in FIG. 5, steps S630 and S700 of the driving evaluation method illustrated in FIG. 6 are performed by the controller 360-1 of the vehicle terminal device, and steps S660 and S670 are managed according to implementation. It may be performed by the controller 460-1 of the server and / or the controller 360-1 of the vehicle terminal device. In the case of FIG. 5, since the vehicle terminal apparatus 300-1 includes the parameter obtaining unit 320-1, the step S660 is preferably performed by the controller 360-1 of the vehicle terminal apparatus. On the other hand, when the vehicle terminal apparatus 300-1 is configured to generate the driving tendency prediction-based data by combining parameters acquired from not only a vehicle in which the vehicle terminal apparatus 300-1 is installed, but also the control unit 460-1 of the management server. Preference is given to performing at.

According to the implementation, the driving guidance system of FIG. 5 may perform the driving evaluation method illustrated in FIG. 4.

In operation S250 of the driving evaluation method of FIG. 4, the evaluation area may be determined according to an input of an administrator using the evaluation area designation unit 470-1 of the management server 400-1. Since the operation evaluation method of FIG. 4 has already been described, overlapping description will be omitted.

Hereinafter, a brief description will be made of an idling limiting device for generating information related to idling that can be input by the driving guidance system of the present invention according to the implementation. The dictionary meaning of idling is to 'rotate the engine (ie the engine) with no load'.

7 illustrates a structure of an embodiment of a fuel saving device of a bus according to the spirit of the present invention.

The driving information collection units 310 and 310-1 of the driving guide system according to the spirit of the present invention may receive an engine stop signal and an engine restart signal of the idle limit device of FIG. 7.

The fuel saving device 1000 of the bus illustrated in FIG. 7 includes an idle prediction unit 1100 that determines in advance a situation in which idle is expected to occur and determines the end of idle. A charge detector 1300 for detecting a charge amount of the battery 2200 installed in the bus; And a fuel saving controller 1200 for stopping the operation of the engine of the bus to save fuel.

The fuel saving control unit 1200 stops the operation of the engine of the bus to save fuel when it is determined that the idle prediction is expected in the idle prediction unit 1100, and determines the end of the idle in the idle prediction unit 1100. Alternatively, if the charge amount detected by the charge detector 1300 is less than the reference value, the engine of the bus is restarted.

Alternatively, the fuel saving controller 1200 determines that idling is expected by the idle prediction unit 1100, and when the amount of charge detected by the charge detection unit 1300 is greater than a second reference value, a bus to reduce fuel The engine of the engine is stopped and the engine of the bus is restarted when the idle predictor 1100 determines the end of the idle.

Stopping the operation of the engine in order to save fuel according to the fuel saving controller 1200 is somewhat different from that of a general engine.

"Operating the engine in order to save fuel" means to stop the operation of the engine consuming the fuel under conditions that can smoothly preserve the state of the engine.

For example, the operation of stopping the engine to save fuel may be to stop the operation of the fuel pump for supplying fuel to the engine (inside the cylinder) and to stop the operation of the ignition device. The ignition device is a pressurized ignition device for a diesel engine and a spark plug for a gasoline engine.)

For example, the operation is not included in the 'operation of stopping the engine to save fuel', and may be an operation of supplying lubricant to each friction part of the engine.

The idling predictor 1100 is configured to predict in advance whether the vehicle is in an idling state for a predetermined time to come. The predetermined time is a condition in which the engine is free from waste or fuel waste even when the engine is turned off for a while, and may be 10 seconds or more for a bus engine of a diesel engine, and 5 seconds or more for a bus vehicle of an LNG engine. It is okay if.

The idle prediction unit 1100 may include various sensing devices for collecting parameters that are the basis of the determination for predicting idle, and may include a kind of arithmetic unit for determining the idle prediction from the parameters.

The computing device of the idle predictor 1100 may be implemented as an internal module of a CPU that performs other operations. For example, it may be implemented as an internal module of the CPU that performs the operation as the fuel saving controller 1200.

The charge detector 1300 is for detecting a charge amount of a battery 2200 such as a lead storage battery installed in a bus. Various methods of determining the amount of charge of the battery may be applied, and as a result, it may be implemented to output an on / off value, a digital value, or an analog value.

As a method of determining the amount of charge of the battery, it is possible to simply measure the voltage of the battery, measure the resistance of the battery, measure the amount of charge, or measure the density of the solution inside the battery.

The fuel saving controller 1200 receives output signals of the idle prediction unit 1100 and the charge detection unit 1300 and performs a predetermined operation to output a signal for stopping the operation of the engine to save fuel. When the engine needs to be restarted while the engine is stopped, a signal for restarting the engine is output.

The fuel saving control unit 1200 outputs an engine restart signal when one of the notification of the end of the idling and the notification that the charge amount is smaller than a predetermined reference value occurs from the charge detection unit 1300.

On the other hand, the fuel saving control unit 1200 according to another implementation, if the idle prediction is expected in the idle prediction unit 1100 and the amount of charge detected by the charge detection unit 1300 is greater than the reference value, in order to save fuel When the engine of the bus is stopped and the idle prediction unit 1100 determines the end of the idle, the engine of the bus may be restarted.

The signal for stopping the operation of the engine (engine stop) and the signal for restarting the engine (engine restart) may be implemented to open and close a switch for controlling the operation of the engine pump and the ignition device.

In addition, the fuel saving device 1000 of the bus may further include a restart operation unit 1600 that may instruct the driver to restart the engine. In this case, the idle predicting unit 1100 may instruct the engine to restart. If it is inputted, it can be judged as the end of idling.

Since the restart of the engine by the restart operation unit 1600 is required to be quick, and restarting due to a mistake is not greatly a problem, the restart operation unit 1600 may be implemented as a switch means for quick operation such as a touch switch. In addition, in general, when the vehicle is temporarily stopped due to traffic jams and then started again, the driver of the manual transmission vehicle generally changes gears by gripping the gear rods. It is preferable to locate in the area. That is, the restart operation unit 1600 may be implemented as a grip detection unit for detecting whether the driver grips the gear operation rod of the bus.

On the other hand, as a condition for the fuel saving control unit 1200 to stop the operation / restart of the engine, in addition to those described above, the fuel gas pressure and / or air tank pressure may be further applied.

For example, the fuel saving controller 1200 of another implementation may determine that idling is expected by the idling predictor 1100, and the gas pressure sensed by a fuel gas pressure gauge (provided in an LPG vehicle, not shown) may be a predetermined reference value. In the case of abnormality, in order to save fuel, the engine of the bus is stopped and the engine of the bus is restarted when the idle end is determined by the idle predictor 1100 and the idle end is determined by the idle predictor 1100.

For example, the fuel saving controller 1200 of another implementation may determine that idling is expected in the idling prediction unit 1100, and if the air tank pressure sensed by an air tank pressure gauge (not shown) is greater than or equal to a predetermined reference value, In order to save fuel, the engine of the bus is stopped and the engine of the bus is restarted when it is determined that the end of idle is determined by the idle predictor 1100.

It should be noted that the above embodiment is for the purpose of illustration and not for the purpose of limitation. In addition, those skilled in the art will understand that various embodiments are possible within the scope of the technical idea of the present invention.

300, 300-1: vehicle terminal device
380, 380-1: GPS Module
310, 310-1: driving information collection unit
330, 330-1: storage unit
340, 340-1: wireless communication module of the vehicle terminal device
360, 360-1: control unit of the vehicle terminal device
400, 400-1: management server
440, 440-1: wireless communication module of the management server
320-1, 420: parameter acquisition unit
430, 430-1: Database
450, 450-1: Comparative evaluation unit
460, 460-1: control unit of the management server
470-1: Evaluation area designator

Claims

A position determination unit to determine a position of a driving vehicle;
A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area;
A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving evaluation or guidance;
A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles; And
A comparison evaluator for comparing the parameters of the vehicle with those of the other vehicles to relatively evaluate the driving ability of the vehicle driver.
Driving guidance system comprising a.

The method of claim 1,
And the evaluation area is an evaluation path that can be defined as a linear path between a start point and an end point.

The method of claim 1,
Evaluation area designation unit that designates the evaluation area according to the input of an administrator
Driving guidance system further comprising.

The method of claim 1,
And the driving information collecting unit collects the driving information of the vehicle only when the position of the vehicle belongs to the evaluation area.

The method of claim 1,
The driving information collection unit attaches the position information of the vehicle driving to the collected driving information,
The comparison evaluation unit compares and evaluates a driver's driving ability based on parameters in which vehicle position information corresponds to the evaluation area.
Driving guidance system.

The method of claim 1,
The position determining unit and the driving information collecting unit are provided in the vehicle terminal device installed in the vehicle,
The storage unit and the comparison evaluation unit, the driving guidance system, characterized in that provided in the management server installed in a fixed place outside the vehicle.

Confirming that the vehicle has entered a predetermined evaluation area;
Collecting driving information of the vehicle until the vehicle leaves the evaluation area;
Calculating parameters for evaluating a driver's driving ability of the vehicle from the collected driving information; And
Evaluating the parameters in the evaluation region analyzed for other vehicles and the parameters in the evaluation region analyzed for the vehicle
Driving evaluation method comprising a.

The method of claim 7, wherein
The evaluation area is an evaluation path, which may be defined as a linear path between a start point and an end point,
Confirming the entry into the evaluation area, the vehicle is located at a starting point of the evaluation path,
Driving evaluation method for confirming that the vehicle is located at the end point of the evaluation path, out of the evaluation area.

The method of claim 7, wherein
In the step of collecting the driving information,
Input the speed and rpm value displayed on the instrument panel of the vehicle,
In the step of calculating the parameter,
And at least one of the vehicle's rapid acceleration, sudden braking, half-clutch use time, average running gear stage, and average speed from the continuous pattern of speed and the continuous pattern of rpm.

Collecting driving information of the vehicle while the vehicle is running;
Classifying driving information belonging to a predetermined evaluation area among the collected driving information;
Calculating parameters for evaluating a driver's driving ability of the vehicle from the divided driving information; And
Comparing / evaluating parameters in the evaluation area analyzed for other vehicles with parameters in the evaluation area analyzed for the vehicle
Driving evaluation method comprising a.

The method of claim 10,
The collected driving information includes location information of the vehicle,
In the step of classifying the driving information, the driving evaluation method of the location information of the collected driving information to distinguish only those belonging to the evaluation area.

The method of claim 10,
In the step of collecting the driving information,
Input the speed and rpm value displayed on the instrument panel of the vehicle,
In the step of calculating the parameter,
And at least one of the vehicle's rapid acceleration, sudden braking, half-clutch use time, average running gear stage, and average speed from the continuous pattern of speed and the continuous pattern of rpm.

Creating driving propensity prediction based data recording driving propensity events that may occur when the vehicle travels the guide region;
Determining a position of a vehicle driving the guide target area;
Determining a next route of the driving vehicle;
Retrieving the driving tendency prediction-based data whether there is a driving tendency event to notify the identified next route; And
Notifying the driver of the found driving tendency event if the driving tendency event exists as a result of the search;
Driving guidance method comprising a.

The method of claim 13,
Creating the driving tendency prediction based data,
Collecting driving information of the vehicle when driving the guide area;
Calculating parameters for determining a driving propensity event of a driver of the vehicle from the collected driving information;
Collecting driving propensity events of the driver of the vehicle based on the calculated parameters, and generating driving propensity prediction based data
Driving guidance method comprising a.

A position determination unit to determine a position of a driving vehicle;
A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area;
A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving evaluation;
A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles;
A comparison evaluator for comparing the parameters of the vehicle with those of the other vehicles to relatively evaluate the driving ability of the vehicle driver; And
Control unit for performing a driving evaluation method according to any one of claims 7 to 12
Driving guidance system comprising a.

A position determination unit to determine a position of a driving vehicle;
A driving information collection unit configured to collect vehicle driving information including speed information and rpm information of the vehicle driving the predetermined evaluation area;
A parameter obtaining unit which analyzes the collected driving information and calculates and obtains parameters for driving guidance;
A storage unit which stores the obtained parameters and obtained parameters for each of a plurality of other vehicles;
A comparison evaluator for comparing the parameters of the vehicle with those of the other vehicles to relatively evaluate the driving ability of the vehicle driver; And
Control unit for performing the driving guidance method according to claim 13 or 14
Driving guidance system comprising a.