KR20190070450A - Apparatus for processing vehicle information - Google Patents

Abstract

The present invention comprises: a grasp unit installed in a case mounted in a vehicle, and grasping physical movement information of the vehicle; and a determination unit installed in the case, and determining whether driving of the vehicle satisfies a predetermined risk driving item with the physical movement information. The present invention provides an apparatus for processing vehicle information, which acquires detailed driving information, and at the same time, induces a driver to safely drive.

Description

{APPARATUS FOR PROCESSING VEHICLE INFORMATION}

The present invention relates to a vehicle information processing apparatus for analyzing a driving risk.

In order to solve traffic congestion and prevent traffic accidents, it is necessary to analyze, store, and store dangerous driving behavior information such as rapid sensor acceleration, sudden stop, sudden stop, sudden turn, It needs to be processed and managed.

A conventional vehicle information management system (Fleet Management System) remains at a level that manages the movement path of the vehicle or whether or not the vehicle enters or exits to a specific position. Therefore, it is difficult to establish an active vehicle management countermeasure such as eliminating traffic congestion or preventing a traffic accident by using only the conventional vehicle management system.

Korean Patent Registration No. 1730398 discloses a management system that more accurately calculates utilization status information for a vehicle using a limited area such as a rest area, a specific section of a road, a parking lot, and the like. However, there are no measures to grasp the detailed driving state of the vehicle, for example, a sudden deceleration, a sudden stop, a sudden turn, etc., and to induce safe driving of the driver.

Korean Patent Registration No. 1730398

An object of the present invention is to provide a vehicle information processing apparatus that acquires detailed driving information of a vehicle and induces safe driving of the driver.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory and are not intended to limit the invention to the precise forms disclosed. Other objects, which will be apparent to those skilled in the art, It will be possible.

The vehicle information processing apparatus of the present invention includes: a grasping unit installed in a case mounted on a vehicle, for grasping physical movement information of the vehicle; And a determination unit installed in the case and determining whether the operation of the vehicle satisfies a predetermined dangerous driving item using the physical exercise information.

The vehicle information processing apparatus of the present invention can acquire physical motion information of the vehicle.

The vehicle information processing apparatus can determine whether the dangerous driving condition of the vehicle is satisfied (satisfactory), in other words, whether the driver is running rough or dangerous, using the physical exercise information of the obtained vehicle.

The vehicle information processing device of the present invention can detect whether the driver is driving or not, which may cause traffic congestion or traffic accident, and alert the driver. The vehicle information processing device can induce the driver to drive safely through the warning, and can prevent the traffic congestion and the traffic accident due to the abrupt driving.

Further, the vehicle information processing device of the present invention can provide the server with the danger information such as the position that satisfies the dangerous driving item. The server can use the collected risk information to determine where frequent rudder operations occur and warn the driver of the vehicle approaching the location in advance.

In the event that the driver is in danger of driving despite the various warnings, the vehicle information processing device may score the driver's risk and provide the server with the risk of driving the driver.

1 is a schematic view showing a vehicle information processing apparatus of the present invention.
2 is a block diagram showing a vehicle information processing apparatus of the present invention.
Fig. 3 is a conceptual diagram showing a roll, a pitch, and a yaw.
4 is a schematic diagram showing an OBD device.
5 is a flowchart showing the operation of the determination unit.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The sizes and shapes of the components shown in the drawings may be exaggerated for clarity and convenience. In addition, terms defined in consideration of the configuration and operation of the present invention may be changed according to the intention or custom of the user, the operator. Definitions of these terms should be based on the content of this specification.

FIG. 1 is a schematic diagram showing a driving risk analysis vehicle information processing apparatus 100 according to the present invention, and FIG. 2 is a block diagram showing a driving risk analysis vehicle information processing apparatus 100 according to the present invention.

The driving risk analysis vehicle information processing apparatus 100 shown in the figure may include a case 109, a holding unit 200, a judgment unit 300 and a terminal communication unit 105.

The case 109 is an element that is detached from the vehicle 10 and can move together with the vehicle 10 when mounted on the vehicle 10. [ For example, the case 109 may be attached to and detached from the OBD-II terminal provided in the vehicle 10. [

The holding unit 200 is installed in a case 109 mounted on the vehicle 10 and can grasp the physical exercise information of the vehicle 10. [

The judging unit 300 is installed in the case 109 together with the holding unit 200 and uses the physical movement information of the vehicle 10 detected by the holding unit 200 to determine whether the running of the vehicle 10 is predetermined It is possible to judge whether or not the dangerous driving item is satisfied.

The holding unit 200 may be provided with an OBD device 210, a measuring unit 230, and a correcting unit 250 for acquiring vehicle information.

The measuring unit 230 can grasp the physical momentum of the case 109. [ The measurement unit 230 may include various sensors for sensing the amount of physical motion, and each sensor can actually measure its own physical momentum. As a result, the physical momentum amount of each sensor is the same as the physical momentum amount of the case 109 since each sensor is fixed to the case 109. Therefore, the measuring unit 230 can grasp the physical momentum of the case 109. [

The physical momentum of the case 109 can be related to the physical motion information of the vehicle 10 since the case 109 mounted on the vehicle 10 is fixed to the vehicle 10. [ However, the physical exercise information related to the physical momentum of the vehicle 10 is different from the physical momentum of the case 109 in reality. This is because the position of the case 109 mounted on the vehicle 10 and the tilting value differ from one type of the vehicle 10 to another.

Depending on the type of the vehicle 10, the case 109 can be fixed to the vehicle 10 at various positions, various tilting values. In one example, the case 109 can be mounted on the vehicle 10 while being rotated 90 degrees in the longitudinal direction of the vehicle 10. [ In this case, the measurement unit 230 provided in the case 109 can measure the case 109 moving to the right or left, although the vehicle 10 advances.

The correcting unit 250 may be used to match the physical momentum of the case 109 measured by the measuring unit 230 with the physical motion information of the vehicle 10. [

The correcting unit 250 can correct the physical momentum of the case 109 and generate the physical exercise information of the vehicle 10 required by the judging unit 300. [

The measurement unit 230 is provided with an acceleration sensor 231 for measuring the acceleration of the case 109, a gyroscope 233 for measuring the angular velocity of the case 109, a geomagnetic sensor 235 for measuring the azimuth angle of the case 109 A GPS (Global Positioning System) 237 for measuring position information of the case 109 and the current time.

The correction unit 250 corrects the acceleration of the case 109 measured by the measuring unit 230, the angular velocity of the case 109 and the azimuth of the case 109 based on the acceleration of the vehicle 10, And the azimuth angle of the vehicle 10, respectively.

The judging unit 300 judges whether or not the acceleration of the vehicle 10, the angular speed of the vehicle 10, the azimuth of the vehicle 10, the position information of the case 109, It can be used as information.

The terminal communication unit 105 provided in the case 109 can communicate with the server 30 wirelessly. The terminal communication unit 109 can use a wireless communication network provided by a wireless communication service provider.

The terminal communication unit 105 can transmit the vehicle information acquired from the OBD device 210 to the server 30. [

The OBD device 210 can acquire various information of the vehicle 10 through an OBD-II terminal or the like provided in the vehicle 10. [

For example, the OBD device 210 may be configured to determine the name of the vehicle 10, the vehicle number VIN of the vehicle 10, the speed of the vehicle 10, RPM (Revolution Per Minute), fuel injection amount, on / off (off), fuel cut, and the like.

By using the vehicle information, a part of the physical momentum of the vehicle 10 can be grasped. For example, when the fuel injection quantity of the vehicle is used, it is possible to grasp whether or not a more dangerous operation such as rapid acceleration, sudden deceleration, sudden turn of the vehicle 10, stepping on the accelerator at a sudden turn, or the like is performed. However, it is difficult to grasp the physical exercise information such as the straight ahead, backward, left turn, right turn, overturn, movement at the time of exceeding the bump, and vehicle impact with the vehicle information obtained through the OBD device 210 alone. The physical motion information can be grasped by the measurement unit 230. [

The server 30 can confirm the manufacturer, the type, and the like of the vehicle 30 using the vehicle number, the name of the vehicle, and the like of the vehicle 10 included in the received vehicle information. The server 30 can grasp the position, angle, and the like of the OBD-II terminal such as the confirmed manufacturer, type, etc., and can grasp the position and the tilting value of the case 109 mounted on the vehicle 10. In this case, assuming that the longitudinal direction of the vehicle is the x-axis and the width direction of the vehicle is the y-axis, assuming the z-axis perpendicular to the x-axis and perpendicular to the y-axis, And may include slope values. The inclination value at this time may include a rotation angle about the x axis as the rotation center, an angle about the y axis as the rotation center, and a rotation angle about the z axis as the rotation center.

The server 30 generates correction information including at least one of a mounting position of the case 109 with respect to the vehicle 30 and a tilting value of the case 109 with respect to the vehicle 30 and transmits the correction information to the terminal communication unit 105 can do.

The correcting unit 250 can correct the tilting value according to the mounting position of the case 109 using the correction information. Specifically, the corrector 250 can correct the acceleration of the case 109 to the acceleration of the vehicle 30 using the correction information received through the terminal communication unit 105. [ The correcting section 250 can correct the angular velocity of the case 109 to the angular velocity of the vehicle 30 using the correction information. The correcting unit 250 can correct the azimuth of the case 109 to the azimuth of the vehicle 30 using the correction information.

In one example, the pitch, roll, and yaw of the case 109 relative to the vehicle 10 may vary from vehicle to vehicle and may vary from installation to installation. The server 30 can set the pitch, roll, and yaw of the case 109 with respect to different vehicles for each vehicle and the mounting position using the received vehicle information. The server 30 may transmit setting information of the pitch, roll, and yaw of the case 109 to the vehicle 10 to the terminal communication unit 105. [

The correction unit 250 corrects the acceleration, the angular velocity, and the azimuth of the case 109 by the acceleration, the angular velocity, and the azimuth angle of the vehicle 10 using the setting information (corresponding to the correction information) received through the terminal communication unit 105 can do.

For example, when the case 109 is rotated 90 degrees about the z-axis, the correcting unit 250 calculates a value obtained by reversely rotating the direction of the physical momentum of the case 109 by 90 degrees, . In other words, when the case 109 moves sideways, the correcting section 250 can generate physical exercise information indicating a state in which the vehicle 10 is advancing.

The physical momentum of the case 109 measured by the measuring unit 230 or the physical motion information of the vehicle 10 outputted from the correcting unit 250 may decrease in accuracy as time elapses due to characteristics of various sensors and the like .

The Madgwick algorithm can be used to improve accuracy while preventing the accuracy of the physical motion information of the vehicle 10 from deteriorating.

The corrector 250 may correct the angular velocity of the vehicle 10 using the Madgwick algorithm when the vehicle 10 stops.

The Madgwick Algorithm is a quadratic (quadrant) algorithm for the acceleration and angular velocity values for six axes (x-axis movement, y-axis movement, z-axis movement, x-axis rotation, ). ≪ / RTI > The quaternion is used to calculate angles, such as pitch, roll, etc., and eventually lets you know how much the object rotates around the x, y, and z axes.

The horizontal direction correction can be first corrected using the tilting correction value based on the driving time (e.g., after the speed value is present, moved for 30 seconds) together with the vehicle start (ignition ON).

The correcting unit 250 calculates the four elements related to the acceleration and the angular velocity of the case 109 or the vehicle 10 using the Madgwick algorithm and measures the threshold value of the four elements for 30 seconds, . The corrector 250 can calculate precise pitch, roll, and yaw values based on the corrected four elements.

As shown in Fig. 3, when the axle of the vehicle (extending along the longitudinal direction of the vehicle) is parallel to the x-axis in a three-dimensional space formed by x-axis, y- May be a rotation about the x-axis. The pitch may be a rotation around the y axis. The yaw may be a rotation around the z-axis.

The pitch, roll, and yaw obtained through the Madwick algorithm can be used to calibrate the angular velocity of the vehicle 10.

The case 109 can be mounted to the OBD-II terminal provided in the vehicle 10 to acquire vehicle information using the OBD device 210. [

4 is a schematic diagram showing an OBD device 210. Fig.

OBD (On-Board Diagnostics) was introduced in the 1970s as a serious social problem, and the Environmental Protection Agency (EPA) has set new standards for the purpose of restricting the emission of environmental pollutants And automakers have devised a method for electronically controlling the fuel supply and ignition devices of an automobile based on this standard.

Furthermore, in 1988, the Society of Automotive Engineers (SAE) established a standard plug connector to process diagnostic test signals and OBD, an on-board diagnostic program standard. Recently produced vehicles include sensors for various instrumentation and control And these devices are controlled by an ECU (Electronic Control Unit).

The original purpose of such an ECU was to precisely control the engine's core functions such as ignition timing, fuel injection, variable valve timing, idling, and threshold setting, but with the development of vehicle and computer performance, , Braking system, steering system, and so on.

The OBD standard is a function that allows information on the main system of the car transmitted from the sensors attached to the vehicle to the ECU to be displayed on the vehicle's console or external device using the serial communication function. These standards have made it easier to diagnose automobiles, and these electronic diagnostic systems have been developed and established as a standardized diagnostic system called OBD-II (On-Board Diagnostic version II).

Especially, according to the OBD-II standard, all vehicles adopt standardized Diagnostic Trouble Codes and connection interface (ISO J1962). When connecting the ISO J1962 connector, which is the current standard, to an external scanner, It is possible to communicate with the ECU using scan software installed in PDA and OBD-II standard.

In addition, the OBD-II scan system is capable of checking the level of the vehicle's exhaust gas, misfire of a specific cylinder, and abnormality of a three-way catalyst device. It informs the trouble contents through the fault diagnosis code of the place. At this time, the types of faults and fault codes are standardized, and general automobile repair shops can easily detect the fault of the vehicle using the fault code defined by the OBD-II standard and apply it to the repair of the car.

As a result, the OBD-II terminal is provided for each vehicle 10, and correction information provided from the server 10 to the terminal communication unit 105 includes the position of the OBD-II terminal and the position of the dashboard, the steering wheel, May be included.

An important technical element of the present invention is not to confirm the driver ' s risk analysis results, but to alert the driver before the operation of the vehicle 10 satisfies the dangerous driving conditions. For example, if a taxi is driving at a speed of 13 km / h per second (90%) at a speed of 14 km / h per second, a sudden deceleration warning will be provided to the driver, It is possible to prevent the abrupt drive.

The judging unit 300 includes a judging unit 310 for judging whether the vehicle 10 meets the dangerous driving condition using the physical exercise information of the vehicle 10 whose correction has been completed by the correcting unit 250, And an alarm unit 330 for generating a warning signal when it is determined that the dangerous driving condition is satisfied.

The determination unit 300 may further include a storage unit 350 for storing the dangerous position information at the time when the vehicle 10 satisfies the dangerous driving item and the dangerous driving item satisfied by the vehicle 10 and storing the matching information.

The terminal communication unit 105 can collectively transmit the dangerous position information stored in the storage unit 350 and the dangerous driving items satisfied by the vehicle 10 to the server 30 when the setting event is generated. The dangerous location information can be obtained via the GPS 237. [

The terminal communication unit 105 may transmit the number of times and the dangerous position information that the vehicle 10 satisfies the dangerous driving item to the server 30 instead of the dangerous driving item.

The physical exercise information collected in real time can have enormous amount of data. Therefore, when the determination unit 310 that operates based on the physical motion information exists in the server 30, a large amount of data transfer must be performed between the vehicle information processing device 100 and the server 30. [ A determination as to whether or not the vehicle 10 satisfies the dangerous driving condition is made so as to prevent communication loss and data loss due to a huge amount of data transmission, 100).

At this time, when an event such as a stop or parking that prevents the dangerous driving is fundamentally prevented, it is divided into a driving period of each trip of the driver, an entire driving period, etc., To the server (30).

The server 30 may collect the dangerous position information and the danger information including the dangerous driving items satisfied by the vehicle from the plurality of vehicles 10. [

The server 30 manages and evaluates the safety score of the road including the dangerous position information obtained through the GPS 237, the risk factor for each traffic situation, and the like using the plurality of pieces of risk information collected from the plurality of vehicles 10 . For example, the server may analyze the collected risk information to determine a risk point where a driver's risk driving frequently occurs.

The server 30 can transmit the danger information to the terminal communication unit when the vehicle 10 approaches the danger point.

The warning unit 330 provided in the case 109 may output a warning signal indicating danger information. For example, the warning unit 330 may display an audible or visual warning signal indicating " drive with caution because there is a frequent rapid deceleration zone at 1km ahead. " The warning unit 330 may be provided with a speaker or a display for displaying the warning signal.

Meanwhile, the determination unit 310 of the determination unit 300 may check an error of the physical exercise information. For example, when it is determined that the position of the vehicle is not changed during the change of at least one of the acceleration, the angular velocity, and the azimuth of the vehicle 10, the determination unit 310 determines that the operation of the vehicle 10 is a predetermined dangerous driving item The result of the judgment as to whether or not it is satisfied can be treated as an error.

For example, when the velocity of the vehicle is not changed at a speed of 0 or more, the determination unit 310 may determine that the tunnel is a tunnel and perform exception processing. For example, the determination unit 310 may process an exception when receiving a GPS error code from a driving recorder.

According to the present embodiment, a phenomenon that an unnecessary warning signal is output through the warning unit 330 due to an error can be prevented. According to the present embodiment, it is possible to prevent a phenomenon in which a driver in a safe driving state is recognized as having undergone dangerous driving due to an error.

The determination unit 310 of the determination unit 300 may be provided with a look-up table in which a plurality of dangerous driving items are set.

The set value to be set in the look-up table and to be compared with the physical exercise information may be set differently depending on the type of the dangerous driving item and the type of the vehicle.

Table 1 below shows an example of the lookup table.

Dangerous Driving Items By truck Bus standard Taxi standard Speed type Speeding Driving more than 20 km / h than road speed limit Driving more than 20 km / h than road speed limit Driving more than 20 km / h than road speed limit Long-term speed Driving more than 20km / h for more than 3 minutes than road speed limit Driving more than 20km / h for more than 3 minutes than road speed limit Driving more than 20km / h for more than 3 minutes than road speed limit Rapid acceleration type Rapid acceleration Acceleration of more than 5 km / h at a speed of 6.0 km / h or more Acceleration of more than 6 km / h at a speed of 6.0 km / h or more Acceleration of more than 8 km / h at a speed of 6.0 km / h or more Quick Start When accelerating more than 6km / h starting from 5.0km / h or less Starting at less than 5.0km / h and accelerating more than 8km / h per second When accelerating more than 10km / h starting from 5.0km / h or less Decline type Deceleration Decelerating more than 8km / h per second and speed more than 6.0km / h Deceleration speed of more than 9 km / h per second and speed more than 6.0 km / h Decelerating more than 14km / h per second and speeding more than 6.0km / h Emergency stop Deceleration of more than 8 km / h per second and the speed is less than 5.0 km / h Deceleration of more than 9 km / h per second and the speed is less than 5.0 km / h Deceleration of more than 14 km / h per second and the speed is less than 5.0 km / h Type of change by class (rotation angle per second) Change to radical
(15 to 30 DEG) When the speed is 30km / h or more, the traveling direction is changed to the left / right by 6˚ / sec or more, the accumulation angle is ± 2˚ / sec or less for 5 seconds, and acceleration / deceleration is ± 2km / h or less per second When the speed is 30km / h or more, the traveling direction is changed to the left / right by 8˚ / sec or more, the cumulative angle is ± 2˚ / sec or less for 5 seconds, and the acceleration / deceleration is ± 2km / h or less per second When the speed is 30km / h or more, the travel direction is changed to 10˚ / sec or more to the left / right side, the cumulative angle is less than ± 2˚ / sec for 5 seconds, and the acceleration / deceleration is less than ± 2km / h per second Pressurize
(30 to 60 DEG) When the speed is more than 30 km / h, the traveling direction is changed to the left / right side by more than 6˚ / sec, the accumulation angle is less than ± 2˚ / sec for 5 seconds, and the acceleration is more than 3km / h per second When the speed is 30km / h or more, the traveling direction is changed to 8 ° / sec or more to the left / right side, the accumulation angle is less than ± 2˚ / sec for 5 seconds, and the acceleration is more than 3km / h per second When the speed is 30km / h or more, the direction of travel is changed to 10˚ / sec or more on the left / right side, the accumulation angle is ± 2˚ / sec or less for 5 seconds, and acceleration is 3km / h or more per second Rapid rotation type (cumulative rotation angle) Turn left and right
(60 to 120 DEG) When the speed is 20 km / h or more and the vehicle is rotated to the left / right side (cumulative rotation angle is in the range of 60 to 120 °) in 4 seconds When the speed is 25 km / h or more and the vehicle turns to the left / right side in a very short period of 4 seconds (the cumulative rotational angle is 60 to 120 °) When the speed is 30 km / h or more and it is rotated to the left / right side (cumulative rotation angle is 60 to 120 ° range) in 3 seconds U-turn
(160 to 180 DEG) When the speed is 15 km / h or more and the vehicle travels in the left or right direction (range of 160 to 180 °) in 8 seconds When the speed is 20 km / h or more and the vehicle travels in the left or right direction (range of 160 to 180 °) in 8 seconds If the speed is over 25 km / h and you are traveling left or right (range 160 to 180 °) in 6 seconds

It can be seen that the set values of the respective items are different depending on the type of vehicle (lorry, bus, taxi) even in the same level of left-right rotation (60 to 120 °). Specifically, 20 km / h, 4 seconds for a truck, 25 km / h for a bus, 4 seconds. In the case of taxi, it is 30km / h, 3 seconds. The determination unit 310 can determine the type of the vehicle 10 using the vehicle information acquired through the OBD device 210 and apply the set value matching the detected type to each dangerous operation item.

Each item in Table 1 may be assigned a risk score. The judging unit 300 may be provided with an estimating unit 370 for scoring the driving risk indicative of the dangerous driving of the driver by using the risk score.

FIG. 5 is a flowchart showing the operation of the determination unit 310. FIG.

The dangerous driving items for various kinds of vehicles 10 can be stored in the vehicle information processing apparatus 100 as shown in Table 1 in consideration of the situation that the vehicle 10 can be mounted on various kinds of vehicles 10. [

The determination unit 310 can determine the type of the vehicle 10 on which the case 109 is mounted using the vehicle information acquired through the OBD device 210. [

The judging unit 310 can select and use dangerous driving items matched to the type of the corresponding vehicle 10, among the plurality of dangerous driving items provided in the lookup table.

For example, when the vehicle 10 is recognized as a truck, the determination unit 310 applies the dangerous driving item of the vehicle in the look-up table of Table 1. When the vehicle 10 is recognized as a bus, Can be applied. When the vehicle 10 is recognized as a taxi, the determination unit 310 can apply the taxi risky operation item among the look-up tables shown in Table 1.

The determination unit 310 may determine whether the vehicle 10 satisfies a predetermined dangerous driving item using a look-up table such as Table 1 or the like.

For example, a process for determining a fast turn type item in the look-up table will be described with reference to FIG.

The determination unit 310 of the determination unit 300 determines whether the current speed of the vehicle included in the physical exercise information satisfies the first high speed rotation setting speed, for example, 30 km / h or more (S 510) And can operate in the judgment mode.

If the current speed of the vehicle satisfies the second high rotation speed setting speed lower than the first high rotation speed setting speed, for example, 25 km / h or higher (S 550), the determination unit 310 determines a rapid U-turn of the vehicle It can operate in the rapid turn mode.

If the current speed of the vehicle is lower than the second speed setting speed, the determination unit 310 may determine that the vehicle is in a normal driving condition with a low risk.

The determination unit 310 may calculate the first azimuth difference corresponding to the difference between the azimuth of the vehicle and the current azimuth of the vehicle within 3 seconds in the case of a sudden turn-off determination time, for example, a taxi. At this time, the azimuth angle of the vehicle from before 3 seconds to the present may be plural. The first azimuth difference may be determined to be the largest value. For example, when 10 °, 5 °, 15 °, and 20 ° are acquired in order at intervals of 1 second, the determination unit 310 determines that the difference between 5 ° and 20 °, The corresponding 15 DEG can be calculated by the first azimuth angle difference.

If the first azimuth difference satisfies the range of -120 占 to -60 占 (S530), the determination unit 310 may determine that the vehicle is turning left at high speed (S610).

When the first azimuth difference satisfies 60 ° to 120 ° (S 540), the determination unit 310 determines that the vehicle is turning right (S 620).

The determination unit 310 may determine that the first azimuth difference of the remaining values except for the first azimuth difference satisfying the rapid left turn and the rapid right turn is a normal rotation.

In the rapid turn mode, the determination unit 310 may calculate a second azimuth corresponding to a difference between the azimuth of the vehicle and the current azimuth of the vehicle within six seconds (S 560). At this time, the azimuth angle of the vehicle from before 6 seconds to the present may be plural. The second azimuth difference may be determined to be the largest value.

If the second azimuth difference satisfies the range of -180 DEG to -160 DEG or 160 DEG to 180 DEG (S570), the determination unit 310 determines that the U-turn is a U-turn (S630) The second azimuth difference can be determined as a normal U-turn.

The judging unit 300 may output a warning signal through the warning unit 330 when the operation of the vehicle 10 satisfies the first set value for the predetermined dangerous operation item. The judging unit 300 judges whether the operation of the vehicle 10 with respect to the predetermined dangerous driving item satisfies the second set value exceeding the first set value, The risk can be estimated as a score.

For example, if the taxi's risky driving category in the look-up table is 14 km / h per second, the corresponding 14 km / h may correspond to the second set value. The estimating unit 370 can increase or decrease the score for the driver if the cab speed is 14 km / h.

When the driver decelerates to 13 km / h per second, which satisfies the set rate of the second set value, for example 90%, the corresponding set value of 13 km / h that satisfies the set rate may correspond to the first set value. The alarm unit 330 can display a warning signal to the driver when the deceleration of the taxi meets 13 km / h per second.

The mountain government 370 can calculate the driving risk score by dividing various factors such as satisfaction of the dangerous driving item, the number of satisfaction, the driving time, and the running time. For example, the acid administration 370 may be able to calculate a driving risk score in consideration of the fact that the rapid deceleration is much more dangerous than the rapid acceleration, and that the operation in the night time zone is much more dangerous than the operation in the weekday time zone.

The terminal communication unit 105 can transmit the scored driving hazard level to the server 30.

The server 30 can manage the risk of driving to the driver. The server 30 can fine the driver or raise the automobile insurance premium by using the scored driving risk. It can be expected that the driving operation of the driver will be reduced due to the penalty for the driver of the driver.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined by the appended claims. Accordingly, the true scope of the present invention should be determined by the following claims.

10 ... vehicle 30 ... server
100 ... vehicle information processing apparatus 105 ... terminal communication section
109 ... case 200 ... grasp unit
210 ... OBD device 230 ... measuring unit
231 ... acceleration sensor 233 ... gyroscope
235 ... geomagnetic sensor 237 ... GPS
250 ... Correction unit 300 ... Judgment unit
310 ... determination unit 330 ... warning unit
350 ... storage unit 370 ... acid unit

Claims (15)

A grasping unit installed in a case mounted on a vehicle, for grasping physical movement information of the vehicle;
A judging unit installed in the case, for judging whether the driving of the vehicle satisfies predetermined dangerous driving conditions using the physical exercise information;
And the vehicle information processing apparatus.
The method according to claim 1,
Wherein the holding unit is provided with an OBD device for grasping the information of the vehicle, a measuring unit for measuring a physical momentum of the case, a correction unit for correcting a physical momentum of the case and generating physical motion information of the vehicle, Wherein the vehicle information processing apparatus further comprises:
3. The method of claim 2,
The measuring unit may include an acceleration sensor for measuring an acceleration of the case, a gyroscope for measuring an angular velocity of the case, a geomagnetic sensor for measuring an azimuth of the case, a GPS (Global Positioning System) is provided,
The correction unit corrects the acceleration, the angular velocity, and the azimuth of the case measured by the measurement unit with the acceleration, the angular velocity, and the azimuth of the vehicle,
Wherein the determination unit uses the acceleration, the angular velocity, the azimuth, the position information of the case, and the current time of the vehicle as the physical exercise information.
The method of claim 3,
And a terminal communication unit installed in the case and communicating with the server,
Wherein the terminal communication unit transmits the vehicle information acquired from the OBD device to the server,
The server generates correction information including at least one of a mounting position of the case with respect to the vehicle and a tilting value of the case with respect to the vehicle using the received vehicle information and transmits the correction information to the terminal communication unit,
Wherein the correcting unit corrects the acceleration, the angular velocity, and the azimuth of the case using the correction information received through the terminal communication unit by the acceleration, the angular velocity, and the azimuth of the vehicle.
5. The method of claim 4,
Wherein the correction unit corrects the angular velocity of the vehicle using a Madgwick algorithm when the vehicle is stopped.
The method of claim 3,
And a terminal communication unit installed in the case and communicating with the server,
Wherein the terminal communication unit transmits the vehicle information acquired from the OBD device to the server,
The server sets the pitch, roll and yaw of the case for the vehicle differently for each vehicle and the mounting position using the received vehicle information, Transmits setting information of pitch, roll, and yaw to the terminal communication unit,
Wherein the correcting unit corrects the acceleration, the angular velocity, and the azimuth of the case by the acceleration, the angular velocity, and the azimuth of the vehicle using the setting information received through the terminal communication unit.
The method according to claim 1,
Wherein the judging unit includes a judging unit for judging whether the vehicle meets the dangerous driving condition using the physical exercise information and a warning unit for generating a warning signal if the vehicle is judged to satisfy the dangerous driving condition, Processing device.
The method according to claim 1,
And a terminal communication unit installed in the case and communicating with the server,
Wherein the determination unit includes a storage unit for storing the dangerous position information at the time when the vehicle satisfies the dangerous driving condition and the dangerous driving condition satisfied by the vehicle,
Wherein the terminal communication unit collectively transmits the dangerous position information stored in the storage unit and the dangerous driving items satisfied by the vehicle to the server when a setting event is generated.
9. The method of claim 8,
The server collects the dangerous position information and the danger information including the dangerous driving item satisfied by the vehicle from a plurality of vehicles,
The server analyzes the collected risk information to determine a risk point,
The server transmits the risk information to the terminal communication unit when the vehicle approaches the danger point,
Wherein the case is provided with a warning section for outputting a warning signal indicating the danger information.
The method according to claim 1,
The grasp unit includes an acceleration sensor for measuring an acceleration of the vehicle, a gyroscope for measuring an angular velocity of the vehicle, a geomagnetic sensor for measuring an azimuth of the vehicle, a GPS (Global Positioning System ),
If the determination unit determines that the position of the vehicle is not changed during at least one of the acceleration, the angular velocity, and the azimuth of the vehicle, the determination unit determines that the operation of the vehicle satisfies a predetermined risk driving item, To the vehicle information processing apparatus.
The method according to claim 1,
Wherein the judgment unit is provided with a look-up table in which a plurality of the dangerous driving items are set,
A set value set in the lookup table and to be compared with the physical exercise information is set differently according to the type of the dangerous driving item and the type of the vehicle,
The judging unit judges the type of the vehicle on which the case is mounted by using the vehicle information acquired through the OBD device provided in the case, and judges whether the type of the vehicle matches the type of the vehicle among the plurality of dangerous driving items provided in the look- A vehicle information processing device that selectively uses dangerous driving items.
The method according to claim 1,
Wherein the judging unit operates in a fast turn judging mode for judging a sharp turn of the vehicle when the current speed of the vehicle grasped by using the physical exercise information satisfies a first speed setting speed, Turns on when the vehicle is in a second-speed rotation speed setting lower than the second speed-setting speed.
13. The method of claim 12,
Wherein the rapid turn determination mode calculates a first azimuth difference corresponding to a difference between the azimuth of the vehicle and the current azimuth of the vehicle within the set time of the sudden turn,
And the rapid rotation determination mode determines that the first azimuth difference satisfies the first azimuth difference of -120 degrees to -60 degrees. If the first azimuth difference satisfies 60 degrees to 120 degrees, And determines that the azimuth angle is normal rotation.
13. The method of claim 12,
Wherein the feed-in turn mode calculates a second azimuth difference corresponding to a difference between the azimuth of the vehicle and the current azimuth of the vehicle in the feed-in turn setting time,
Wherein the rapid turn mode is determined to be a sudden turn when the second azimuth difference satisfies the range of -180 ° to -160 ° or 160 ° to 180 ° and the second azimuth difference of the remaining values is determined as a normal U- .
The method according to claim 1,
And a terminal communication unit installed in the case and communicating with the server,
Wherein the judging unit outputs a warning signal when the driving of the vehicle satisfies a first set value for a predetermined dangerous driving item and outputs a warning signal if the driving set of the vehicle satisfies a second set value exceeding the first set value, Scoring the driving risk as a score,
Wherein the terminal communication unit transmits the scored driving hazard to the server,
Wherein the server manages the driving risk to the driver.

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