WO2012069915A2 - Équipement d'évaluation du fonctionnement de la conduite et procédé d'évaluation du fonctionnement de la conduite - Google Patents

Équipement d'évaluation du fonctionnement de la conduite et procédé d'évaluation du fonctionnement de la conduite Download PDF

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Publication number
WO2012069915A2
WO2012069915A2 PCT/IB2011/002801 IB2011002801W WO2012069915A2 WO 2012069915 A2 WO2012069915 A2 WO 2012069915A2 IB 2011002801 W IB2011002801 W IB 2011002801W WO 2012069915 A2 WO2012069915 A2 WO 2012069915A2
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WO
WIPO (PCT)
Prior art keywords
driving
driver
driving operation
level
accelerator pedal
Prior art date
Application number
PCT/IB2011/002801
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English (en)
Other versions
WO2012069915A3 (fr
Inventor
Shota Fujii
Koji Taguchi
Original Assignee
Toyota Jidosha Kabushiki Kaisha
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Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2012069915A2 publication Critical patent/WO2012069915A2/fr
Publication of WO2012069915A3 publication Critical patent/WO2012069915A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W40/09—Driving style or behaviour
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B60W2540/165—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/30—Driving style
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84—Data processing systems or methods, management, administration

Definitions

  • the present invention relates to a driving operation evaluation apparatus and a driving operation evaluation method which evaluate driving operations for a vehicle.
  • Publication No. 2010-149699 discloses an evaluation apparatus that calculates braking force of a braking system and maximum regenerative braking force of a motor and/or a battery, and when the braking force of the braking system is greater than the maximum regenerative braking force, calculates an evaluation value of brake pedal operation as a low value to send information.
  • the aforementioned apparatus evaluates a driving operation instantaneously, and therefore, there are some cases where the driving operation has been evaluated as the low value, but the fact is that the driving operation should be evaluated as a proper operation depending on subsequent driving. Thus, the aforementioned apparatus has disadvantages to be improved.
  • the object of the present invention is to provide an apparatus and a method which can properly evaluate driving operations.
  • a first aspect of the present invention relates to the driving operation evaluation apparatus.
  • the apparatus includes a driving operation evaluation section that evaluates driving operation of a driver of a vehicle, in which the driving operation evaluation section evaluates a first driving operation of the driver on the basis of a state of the first driving operation and a state of a second driving operation that is subsequently performed.
  • the driving operation evaluation apparatus evaluates the first driving operation of the driver on the basis of not only the state of the first driving operation but also the state of a second driving operation that is subsequently performed. Accordingly, the operation, which has been evaluated as an improper operation in view of the state of the first driving operation only, can be evaluated as a proper operation on the basis of the state of the subsequent second driving operation in a comprehensive manner.
  • the first driving operation may be brake pedal operation
  • the second driving operation may be accelerator pedal operation. Because the evaluation is conducted on the basis of not only the state of the brake pedal operation as the first driving operation but also the state of the accelerator pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the brake pedal operation only is evaluated on the basis of the state of the subsequent accelerator pedal operation. Accordingly, the brake pedal operation as the first driving operation can be evaluated more properly.
  • the first driving operation may be accelerator pedal operation
  • the second driving operation may be brake pedal operation. Because the evaluation is conducted on the basis of not only the state of the accelerator pedal operation as the first driving operation but also the state of the brake pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the accelerator pedal operation only is evaluated on the basis of the state of the subsequent brake pedal operation. Accordingly, the accelerator pedal operation as the first driving operation can be evaluated more properly.
  • the driving operation evaluation apparatus may further include a brake sensor that detects a state of the brake pedal operation and a vehicle speed sensor that detects vehicle speed of the vehicle, in which the brake pedal operation may be evaluated from a relation between the state of the brake pedal operation that is detected by the brake sensor and the vehicle speed that is detected by the vehicle speed sensor.
  • the driving operation evaluation apparatus may further include an accelerator sensor that detects a state of the accelerator pedal operation and a vehicle speed sensor that detects vehicle speed of the vehicle, in which the accelerator pedal operation may be evaluated from a relation between the state of the accelerator pedal operation that is detected by the accelerator sensor and the vehicle speed that is detected by the vehicle speed sensor.
  • the first driving operation may be steering operation
  • the second driving operation may be brake pedal operation
  • the first driving operation may be gearshift operation
  • the second driving operation may be brake pedal operation
  • a second aspect of the present invention relates to the driving operation evaluation apparatus.
  • the apparatus includes a driving operation evaluation section that evaluates driving operation of a driver of a vehicle, in which the driving operation evaluation section evaluates the accelerator pedal operation on the basis of a region of fuel efficiency where accelerator pedal operation is performed. By evaluating the accelerator pedal operation on the basis of the determination whether the operation is performed in the region of high fuel efficiency, the accelerator pedal operation can be evaluated properly.
  • a third aspect of the present invention relates to the driving operation evaluation method.
  • the method includes: detecting a state of first driving operation of a driver of a vehicle; detecting a state of second driving operation that is performed after the first driving operation; and evaluating the first driving operation on the basis of the state of the first driving operation and the state of the second driving operation.
  • a fourth aspect of the present invention relates to the driving operation evaluation method.
  • the method includes: detecting a state of accelerator pedal operation of a driver of a vehicle; and evaluating the accelerator pedal operation on the basis of a region of fuel efficiency where the accelerator pedal operation is performed.
  • the apparatus and the method according to the aspects of the present invention can provide an apparatus and a method that can properly evaluate the driving operation.
  • FIG 1 is a schematic configuration diagram of a driving operation evaluation apparatus according to an embodiment of the present invention.
  • FIG 2 is a diagram that shows an example of procedures for driving evaluation and driving assist in the driving operation evaluation apparatus
  • FIG 3 is a flowchart that shows a procedure of determination of a driving level
  • FIG 4 is a diagram that shows a current location, speed, and an accelerator pedal release timing
  • FIG 5A is a chart that shows a change in acceleration characteristic before the accelerator pedal release timing
  • FIG. 5B is a chart that shows a change in acceleration characteristic after the accelerator pedal release timing
  • FIG 6 is a diagram that shows accelerator pedal force and brake pedal force of a driver
  • FIG 7 is a chart that shows a regenerative braking limit and a change in braking characteristic
  • FIG 8A is a chart that shows a relation between acceleration and efficiency
  • FIG 8B is a chart that shows a change in acceleration characteristic in a high efficiency region
  • FIG 9 is a chart that shows a display of an efficiency fluctuation based on an accelerator pedal operation amount.
  • FIG 10 is a flowchart that shows a classification procedure of a driving zone.
  • FIG 1 is a schematic configuration diagram that shows a configuration of a driving operation evaluation apparatus 1 according to an embodiment of the present invention.
  • the driving operation evaluation apparatus 1 has a function that evaluates the driving operation of a driver and also has a driving assist function. The evaluation result is reflected in the driving assist.
  • the driving operation evaluation apparatus 1 includes a brake sensor 3, an accelerator sensor 4, a steering sensor 5, a gearshift sensor 6, a vehicle speed sensor 7, a navigation system 8, an electronic control unit (ECU) 10, and a driving assist section 20.
  • ECU electronice control unit
  • the brake sensor 3 determines an operation amount of a brake pedal by the driver.
  • the brake sensor 3 sends the brake pedal operation amount that is detected to the ECU 10 as a braking signal.
  • the accelerator sensor 4 determines an operation amount of an accelerator pedal by the driver.
  • the accelerator sensor 4 sends the accelerator pedal operation amount that is detected to the ECU 10 as an acceleration signal.
  • the steering sensor 5 detects a steering angle of a steering wheel and sends steering angle information that is detected to the ECU 10 as a steering signal.
  • the gearshift sensor 6 detects a position of a gearshift lever and sends positional information of the gearshift lever that is detected to the ECU 10 as a shifting signal.
  • the vehicle speed sensor 7 detects vehicle speed, is provided to each of four wheels of the vehicle for example, and sends the vehicle speed that is detected from rotational speed of the wheel to the ECU 10 as a vehicle speed signal.
  • the navigation system 8 detects a current location of own vehicle (own vehicle location) or a traveling direction of the own vehicle, and gives the driver route guidance to destination.
  • the navigation system 8 includes a map database in which information such as map information and intersection information is stored, and when detecting a stop location that is closest ahead of the vehicle in the vehicle traveling direction, the navigation system 8 derives a distance between the own vehicle and the stop location and sends the distance to the ECU 10 as a car navigation signal.
  • the ECU 10 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), input and output ports, and so on.
  • the CPU reads and writes the data on the RAM according to a control program that is stored in the ROM, which allows the ECU 10 to operate.
  • the ECU 10 is electrically connected to the brake sensor 3, the accelerator sensor 4, the steering sensor 5, the gearshift sensor 6, the vehicle speed sensor 7, the navigation system 8, and the driving assist section 20, and the ECU 10 includes a driving level determination section 11, an advice providing section 12, a loss calculating section 13, and a driving operation evaluation section 14.
  • the driving level determination section 11 has a function that determines a driving level of a driver of the vehicle. For example, in the case of a first-time driving, the driver enters the driving level manually, so that the driving level of the driver is determined. In the case of a second-time driving or later, the driving level is determined by comparison between an ideal value of acceleration loss or deceleration loss in an ideal driving pattern as a fuel-saving driving and an actually measured value from a driving result. Furthermore, the driving level can be modified on the basis of the value of the acceleration loss or the deceleration loss in the previous driving and an improvement degree of the driving operation from the evaluation result.
  • the advice providing section 12 has a function that provides advice on the fuel-saving driving to the driver of the vehicle.
  • the advice mainly means teaching or control to the driver.
  • the advice providing section 12 selects the advice that, based on the degree of the acceleration loss and the deceleration loss of the driver, reduces one of the losses. As described above, only a piece of advice that reduces one of the acceleration loss and the deceleration loss is informed to the driver based on the degree of the losses, and therefore the driver can easily take the advice to perform the fuel-saving driving.
  • the advice providing section 12 provides the advice that reduces the deceleration loss in the case where the degree of the deceleration loss exceeds a specified value.
  • the response to the reduction of the deceleration loss is easier than the response to the reduction of the acceleration loss. Therefore, when the degree of the deceleration loss exceeds the specified value even if the acceleration loss is greater than the deceleration loss, the advice that reduces the deceleration loss is preferentially provided. Accordingly, the driver can accurately reduce the deceleration loss and perform the fuel-saving driving.
  • the advice providing section 12 refers to the driving level of the driver that has been determined with the driving level determination section 11 when providing the advice for notifying a reducing action of fuel efficiency to the driver, and the advice providing section 12 provides the advice in which both of the acceleration loss and the deceleration loss are to be reduced in the case where the driving level achieves the specified value or greater.
  • the driver can understand both of the acceleration loss and the deceleration loss. Therefore, by receiving the aforementioned advice, the driver can reduce both of the acceleration loss and the deceleration loss and perform better fuel-saving driving.
  • the advice providing section 12 preferably selects a driving assist from a plurality of driving assists and performs the driving assist in accordance with the driving level of the driver that is determined with the driving level determination section 11 in response to driving performance of the driver, when providing the advice for notifying the reducing action of fuel efficiency to the driver.
  • determining the driving level in response to the driving performance selecting the driving assist from a plurality of driving assists, and performing the driving assist in accordance with the driving level, proper driving assist can be performed in response to -the driving performance. Accordingly, the driver can perform the better fuel-saving driving.
  • the loss calculating section 13 has a function that calculates the degree of the acceleration loss and the deceleration loss which is the reducing action of the fuel efficiency of the driver.
  • the acceleration loss means the loss of acceleration energy with consideration of thermal efficiency and efficiency of a motor or a battery during acceleration.
  • the deceleration loss means the loss in the motor or the battery during recovery of energy at regenerative braking and the loss where the energy that cannot be recovered from hydraulic braking is calculated as the loss.
  • the loss calculating section 13 calculates the degree of the acceleration loss or the deceleration loss by the driver that receives the driving assist and transmits the value of calculated loss to the driving operation evaluation section 14. Furthermore, the loss calculating section 13 may transmit the value of calculated loss to the advice providing section 12 and preferably transmits it to the driving level determination section 11 because the improvement degree is reflected to review of the driving level.
  • the driving operation evaluation section 14 has a function that evaluates the driving operation of the driver.
  • the driving operation means an operation in relation to the driving of the vehicle such as a brake pedal operation, an accelerator pedal operation, a steering operation, and a gearshift operation.
  • the driving operation evaluation section 14 evaluates a first driving operation of the driver based on not only the state of the first driving operation but also the state of a subsequent second driving operation.
  • the driving operation evaluation section 14 does not instantaneously evaluate the operation as a deteriorating action of fuel efficiency but evaluates, for example, the state of a subsequent brake pedal operation and considers that the operation is a danger avoidance action for avoiding an obstacle such as a parking vehicle in a traffic lane when the brake pedal is largely pressed.
  • the driving operation evaluation section 14 can evaluate the operation as a not-low value.
  • the operation that has been evaluated as an improper operation in view of the state of the first driving operation only can be evaluated as a proper operation on the basis of the state of the subsequent second driving operation in a comprehensive manner.
  • the first driving operation be the brake pedal operation and the second driving operation be the accelerator pedal operation.
  • the evaluation is conducted on the basis of not only the state of the brake pedal operation as the first driving operation (brake pedal force, number of operations of the brake pedal, operation amount of the brake pedal, etc.) but also the state of the accelerator pedal operation as the second driving operation that is subsequently performed (accelerator pedal force, number of operations of the accelerator pedal, operation amount of the accelerator pedal, etc.)
  • the operation that has been evaluated as an improper operation in view of the brake pedal operation only is evaluated also on the basis of the state of the subsequent accelerator pedal operation. Accordingly, the brake pedal operation as the first driving operation can be evaluated more properly.
  • the first driving operation be the accelerator pedal operation and the second driving operation be the brake pedal operation. Because the evaluation is conducted on the basis of not only the state of the accelerator pedal operation as the first driving operation (accelerator pedal force, number of operations of the accelerator pedal, operation amount of the accelerator pedal, etc.) but also the state of the brake pedal operation as the second driving operation that is subsequently performed (brake pedal force, number of operations of the brake pedal, operation amount of the brake pedal, etc.), the operation that has been evaluated as an improper operation in view of the accelerator pedal operation only is evaluated also on the basis of the state of the subsequent brake pedal operation. Accordingly, the accelerator pedal operation as the first driving operation can be evaluated more properly.
  • the accelerator pedal operation is preferably evaluated on the basis of the region of the fuel efficiency.
  • the fuel efficiency can be improved through high efficiency acceleration. Therefore, the acceleration pedal operation can be evaluated more properly through the evaluation on the basis of -the determination whether the operation is performed in the region of the high fuel efficiency or not.
  • the driving assist section 20 assist the driving of the driver of the vehicle according to the output from the ECU 10.
  • the driving assist is to be performed by the driver through the advice that is output from the advice providing section 12, and the driving assist section 20 generates a sound at the time when the driver has to release the accelerator pedal and displays the timing on the monitor in the cabin as the teaching to the driver. Also, the driving assist section 20 teaches the timing to the driver as pedal reaction force.
  • the driving assist section 20 assists the driver with by-wire actuators (throttle-by-wire, brake-by-wire) through the control to change the acceleration characteristic or the braking characteristic.
  • FIG 2 is a diagram that shows an example of procedures for an evaluation of the driving operation and the driving assist in the driving operation evaluation apparatus.
  • the driving operation evaluation apparatus performs the determination of the driving level of the driver as a first step, fuel-saving driving assist in accordance with the driving level as a second step, analysis of loss of energy as a third step, and evaluation of the driving operation as a fourth step.
  • the driving level of the driver is determined. First of all, a basic driving level of the driver is roughly determined. Next, the basic level is finely segmented through its growth rate in accordance with improvement of the driving skill of the driver, and thus, the driving level can be determined with finer segments.
  • the basic level of the driver can be classified as Table 1 below, for example.
  • the basic driving level of the driver may be manually entered when the driving level of the driver in relation to the fuel-saving driving is unknown in such a first-time driving or when the driver wants to select a particular assist level freely. If the driving level is not entered directly, the basic level is determined, for example, through questions about knowledge on the fuel-saving driving to the driver or questionnaires how often the driver performs the fuel-saving driving in regular use.
  • the basic level of the driver may be determined by comparison with the ideal value. For example, when an ideal driving that is calculated as the best fuel-saving driving in a traveling route is given through the speed pattern generation or when the ideal value for the traveling route is stored in a database, an ideal value of the acceleration loss or the deceleration loss is compared with a driving result of the driver (actually measured value of the acceleration loss ⁇ the deceleration loss), and accordingly the driving level of the driver is determined. Furthermore, the driving level is determined on the basis of the evaluation result of the driving operation (high evaluation value for the acceleration pedal operation, low evaluation value for the brake pedal operation, etc.).
  • FIG. 3 is a flowchart that shows one example of the procedure of determination of the driving level.
  • step SI when the actually measured value of the deceleration loss is greater than the ideal value A of the deceleration loss, the driving level is determined as 1 because improvement of the deceleration loss is required (S2).
  • step S3 when the actually measured value of the acceleration loss is greater than the ideal value B of the acceleration loss, the driving level is determined as 2 because improvement of the acceleration loss is required (S4).
  • the driving level is determined as 3 because the driving level has already been high and the fuel-saving driving for an advanced-level driver such as the anticipatory driving is required (S5).
  • the aforementioned comparison between the actually measured values and the ideal values of the deceleration loss and the acceleration loss may be conducted with the difference of absolute amounts or may be conducted with proportions.
  • the basic level can be determined through specifying of average values of the deceleration loss and the acceleration loss from the characteristics of the vehicle, travel distance, and so on.
  • the ideal values are calculated by roughly specifying unit consumption of the acceleration loss as a (J/km) and unit consumption of the deceleration loss as b (J/km) and by using distance L (km) in which the driver travels.
  • the basic level may be determined through the absolute amounts of the loss from the driving result of the driver without the comparison between the actually measured values and the ideal values of the deceleration loss and the acceleration loss.
  • the level is determined by specifying the symbol A in FIG 3 as the actually measured value of the acceleration loss and the symbol B as a half value of the deceleration loss.
  • the driving level in the second and subsequent driving is determined as shown in Table 2, for example, by using the improvement degree of the deceleration loss and the acceleration loss from the previous driving, whether the level is still in the previous level or may be shifted to next level, or whether the determination of the previous level is wrong and lower level is to be determined, and so on.
  • the improvement degree is evaluated, for example, with evaluation maps of Tables 3 through 5 for determining the improvement degree of the acceleration loss and the deceleration loss for each level, and the driving level is modified as follows with respect to the basic level that is determined in advance (an initial value is considered as an intermediate or initial level in the detailed level).
  • upper and lower limits in the basic level may be specified to restrict the driving level within the limits, or the driving level may be modified to next basic level or lower level.
  • the driving level may be modified by increasing when the accelerator pedal operation or the brake pedal operation is highly evaluated or by decreasing when the steering wheel operation or the gearshift operation is evaluated as a low value, for example.
  • the fuel-saving driving assist is performed in accordance with the driving level of the driver that has been determined as described above. As shown in Table 2, the driving assist is performed by specifying operations that are expected to the driver in accordance with the driving level and, if the driver cannot perform those operations in accordance with the driving level, by teaching the operation as a human machine interface (HMI) such as display, sound, or vibration.
  • HMI human machine interface
  • the embodiment has the advantage that the fuel-saving driving assist can be performed at low cost.
  • the need for requiring driver's efforts to perform the corresponding driving arises. Therefore, the fuel-saving driving assist can be more easily performed by directly controlling to change the characteristic of the acceleration or braking and so on.
  • the assist mode is preferably adapted in response to the concept of the vehicle, the motivation of the driver, or the driver's realization of the driving level.
  • the first priority for the Level 1 driver is to reduce the deceleration loss.
  • the previous acceleration is required to be minimized as small as possible.
  • the assist in releasing the accelerator pedal (including lessening of accelerator pedal operation amount) is performed to improve fuel saving benefit and to have the driver realize the first priority in the fuel-saving driving.
  • Level 1-1 For a teaching example of Level 1-1, as shown in FIG. 4, when the vehicle reaches a predetermined location on a travelling course (such as a stop with a signal light, 200 m before an intersection, or 100 m before a sharp curve), the accelerator pedal release timing is informed.
  • the accelerator pedal release timing is informed by having an accelerator pedal release location and an approximate speed and by comparing them with the current location and speed.
  • the travel distance is calculated from the deceleration that can achieved by the accelerator pedal release and the regenerative braking and from the target speed at a curve and the like, and the accelerator pedal release timing may be calculated by comparing the calculated travel distance with the distance to the target.
  • the characteristic of the accelerator pedal is changed in accordance with the accelerator pedal release timing. For example, the acceleration increases in response to the accelerator pedal force before the accelerator pedal release timing as shown in FIG. 5A; however, the acceleration with respect to the accelerator pedal operation amount is changed after the accelerator pedal release timing as shown in FIG 5B, and the acceleration is minimized through the control for reducing the acceleration in response to the accelerator pedal force.
  • the assist is conducted so that the driver can smoothly decelerate. Even if the driver can perform the accelerator pedal release of Level 1-1, when the driver misses the timing or cannot smoothly operate the brake pedal in the case where the deceleration is required at a location such as a downslope, the smooth deceleration cannot be achieved on the way to the stop location Or the curve. Thus, problems arise such that unnecessary deceleration is conducted by applying not only the regenerative brake but also the hydraulic brake, and additional acceleration is required.
  • the brake pedal force is displayed as an arrow (b), and the driver is given where the range within the regenerative braking is and to what extent of the braking force is allowed not to make the hydraulic brake to surpass the regenerative brake.
  • the driver can realize the brake pedal operation within the regenerative braking range through the display of the brake pedal force.
  • the brake pedal force may be displayed in a time series such as a graph.
  • the display of the value of the deceleration loss by the driver can make the driver realize how much energy is lost through the depressing operation of the brake pedal (how much kinetic energy is wasted through the deceleration).
  • the smooth deceleration can be assisted by calculating and displaying how long the vehicle can approximately travel ahead (how far the vehicle can travel on a map) if the driver releases the accelerator pedal at the current vehicle speed.
  • the deceleration in response to the brake pedal force is changed.
  • the braking characteristic is changed near the regenerative braking limit.
  • the assist is conducted so that the driver can smoothly accelerate. Since the Level 1-3 driver can reduce the deceleration loss, reduction of the acceleration loss is required for the next step.
  • the accelerator pedal force is indicated as an arrow (a), and the driver is given where the range within eco-driving is and to what extent of the range of the accelerator pedal is allowed to be depressed to prevent the eco-driving from being replaced with the high-output driving. Accordingly, the driver can realize the accelerator pedal operation within the eco-driving.
  • the accelerator pedal force may be displayed in a time series such as a graph. Furthermore, the display of the value of the acceleration loss by the driver can make the driver realize how much energy is lost through the depressing operation of the accelerator pedal. Whether the current acceleration is conducted with the battery (EV) or the engine may be displayed to assist the driver's understanding.
  • the acceleration in response to the accelerator pedal force may be changed.
  • the acceleration characteristic be changed near the high efficiency acceleration.
  • the acceleration characteristic may be changed near the high efficiency acceleration.
  • Level 2-1 For the teaching example of Level 2-1, current acceleration efficiency and the value of the acceleration loss are displayed. Specifically, thermal efficiency of the engine may be displayed on a chart. As shown in FIG 9, correspondence relation between the accelerator pedal operation amount by the driver and the optimum efficiency may be displayed to provide a guideline of the extent to which the driver depresses the accelerator pedal to achieve high efficiency. [0067] As an example of the assist control for Level 2-1, in a similar way of the Level 1-3, the acceleration characteristic is preferably changed near the high efficiency acceleration in order to obtain more efficient acceleration as much as possible.
  • the assist for performing proper accelerator pedal release while perfonning the high efficiency acceleration is conducted. Even if the driver can perform the high efficiency acceleration, when the acceleration proves fruitless, the fuel efficiency can be deteriorated on the contrary.
  • Level 2-2 For the teaching example of Level 2-2, the teaching example of Level 2-1 (display of the acceleration efficiency or the value of the acceleration loss) and the teaching of Level 1-1 or Level 1-2 for reducing the deceleration loss (displaying of the accelerator pedal release timing or displaying of the brake pedal force) are combined.
  • the assist of Level 2-1 (change of the acceleration characteristic near the high efficiency acceleration) and the assist of Level 1-1 or Level 1-2 for reducing the deceleration loss (change of the characteristic of the accelerator pedal in accordance with the accelerator pedal release timing or change of the braking characteristic near the regenerative braking limit) are combined,
  • the Level 2-3 driver can perform the high efficiency acceleration and deceleration up to Level 2-2, the driver needs the assist for consciously anticipating the driving course information and for being able to drive with images of to where the acceleration is continued and at where the deceleration is performed. Accordingly, the driver can accomplish the high efficiency acceleration as well as minimum acceleration and minimization of the deceleration loss, and therefore the fuel efficiency improves.
  • the assist for the anticipatory driving and the sharp driving by the driver is conducted.
  • the driving course information (information about stops, intersections, and curves) is provided.
  • the driver can select the teaching details up to the Level 2-2 as appropriate.
  • the assist control for Level 2-3 the assist is conducted so that the driver can select the assist up to the Level 2-2 as appropriate, perform the fuel-saving driving, and concentrate on the anticipatory driving.
  • the assist is conducted to have the driver perform the advanced driving such as the sharp driving, the fine and proper use of the acceleration and the deceleration through use of powertrain characteristic, the driving through use of anticipatory information, and the driving in response to the dynamic factors. Accordingly, the fuel efficiency is improved. Also, the assist is conducted to have the driver perform the techniques up to the Level 2 repeatedly and learn the skills so that the driver can perform the fuel-saving driving continuously.
  • an accelerating zone and a decelerating zone are suggested corresponding to the course information.
  • a sound may be generated at the time of change of the driving zone.
  • the assist for Level 1-2 or Level 2-2 (change of the acceleration characteristic near the high efficiency acceleration, change of the characteristic of the accelerator pedal in accordance with the accelerator pedal release timing, or change of the braking characteristic near the regenerative braking limit) may be changed for each of the accelerating zone and the decelerating zone.
  • the zone can be divided into the accelerating zone where the acceleration is positive and the decelerating (free-run) zone where the acceleration is negative in the system that can generate a target fuel-saving speed pattern.
  • the Level 3-2 driver can roughly recognize the accelerating zone and the decelerating zone and can perform the sharp driving, the assist in consideration of fine powertrain characteristic is conducted to improve the fuel efficiency.
  • the information about the accelerating zone is provided by dividing into zones of the acceleration by the battery (EV) and the engine, and the information about the decelerating zone is provided by dividing into zones of the deceleration by free run, the regenerative brake, and the hydraulic brake.
  • Examples of the assist control for Level 3-2 include a battery (EV) acceleration restriction assist in a battery (EV) driving zone, an accelerating assist with high thermal efficiency in an engine accelerating zone, a regenerative braking assist in a regenerative braking zone (Level 1-2), and a free-run assist in a free-run zone (achievement of the free run instead of engine braking during the accelerator pedal release).
  • a battery (EV) acceleration restriction assist in a battery (EV) driving zone an accelerating assist with high thermal efficiency in an engine accelerating zone
  • a regenerative braking assist in a regenerative braking zone Level 1-2
  • a free-run assist in a free-run zone facilitatement of the free run instead of engine braking during the accelerator pedal release.
  • FIG 10 is a flowchart that shows a classification procedure of the driving zone (accelerating zone and decelerating zone).
  • symbols LI through L4 denote as follows.
  • LI is the distance in which the vehicle can travel to the state of the minimum speed at a target curve during the accelerator pedal release (for example, free run or engine braking) that is calculated in Level 1-2 or the state of zero speed at a stop.
  • L2 is the distance to the curve or the stop.
  • L3 is a threshold value for separating between the engine drive and the battery (EV) drive.
  • L4 is a threshold value for separating between the regenerative braking and the hydraulic braking.
  • the classification of the driving zone is done by obtaining the anticipatory information first in step Sll. If LI ⁇ L2 + L3 in next step S12, it is considered that strong acceleration is required, and thus the zone is classified as the accelerating zone by the engine (S13). If LI ⁇ L2 in step S14, it is considered that slight acceleration is required, and thus the zone is classified as the accelerating zone by the battery (EV) (S15). If LI— L2 in step S16, it is considered that the acceleration is not required and the vehicle can coast, and thus the zone is classified as the decelerating zone through free run (S17).
  • step S18 If LI > L2 and L2 > L4 in step S18, it is considered that the deceleration through the regenerative braking is required in a downslope or the like, and thus the zone is classified as me decelerating zone through the regenerative braking (S19). Furthermore, as in step S20, when the deceleration is absolutely necessary because the speed is too fast, the zone is classified as the decelerating zone including the hydraulic braking.
  • the assist for advanced fuel-saving driving is conducted in consideration of dynamic environment, condition of the vehicle, driving comfort other than fuel efficiency (such as lateral acceleration or jerk (time variation rate of the deceleration)) to improve the fuel efficiency.
  • the teaching details up to Level 3-2 may be selected by the driver as appropriate.
  • the teaching is provided to the driver by displaying battery condition for SOC management and by giving warning of exhaustion or overcharging of the battery (EV).
  • the teaching is provided with the detecting result of neighboring vehicles by using millimeter wave as the dynamic environment and with estimated result of the behavior of the neighboring vehicles. The value of the lateral acceleration in driving or the value of the jerk in accelerating or decelerating may be displayed.
  • the driver selects the assists up to Level 3-2 as appropriate, performs the basic fuel-saving driving, and aims at a higher level of the fuel-saving driving. For example, when the SOC is likely to exceed the limit, the accelerating zone by the battery (EV) is increased, and when the SOC is likely to be exhausted, the assist as Level 1-2 is conducted in which the SOC is saved by the regenerative braking as much as possible.
  • the assist as Level 1-2 is conducted in which the SOC is saved by the regenerative braking as much as possible.
  • the value of the loss is calculated as acceleration energy loss in consideration of the thermal efficiency or the efficiency of the motor or the battery during the acceleration and as the loss in the motor or the battery in the recovery of energy at regenerative braking and the loss where the energy that cannot be recovered from hydraulic braking during the deceleration.
  • the loss can be calculated by dividing into driving spans such as subtotal value of the loss in operating zone by the driver and total value of the loss in total driving.
  • the value of the loss that is calculated here is provided to the evaluation of the driving operation in the fourth step, the value can be used for the determination of the driving level of the driver in the first step, and also the value can be reflected in the display and the assist in the fuel-saving driving assist in accordance with - the driving level in the second step.
  • the . driving operation is evaluated whether the target operation such as the brake pedal operation, the accelerator pedal operation, the steering operation, and the gearshift operation at the driving by the driver of the vehicle with the aforementioned driving assist is the operation for Improving the fuel efficiency or the operation resulting in the deterioration of the fuel efficiency, by also using the value of the loss that is calculated in the above.
  • the target operation is determined as the operation for improving the fuel efficiency
  • the operation is evaluated as an appropriate operation.
  • the target operation is determined as the operation resulting in the deterioration of the fuel efficiency, the operation is low-rated.
  • the evaluation of the brake pedal operation can be conducted by acquiring the state of the brake pedal operation (brake pedal force, number of operations of the brake pedal, operation amount of the brake pedal, etc.) from a brake sensor 3 and by evaluating whether the brake pedal operation amount is proper or not from the relation with a vehicle speed value that is obtained from the vehicle speed sensor 7 or the value of the deceleration loss. At this time, the state of subsequent accelerator pedal operation is also evaluated. For example, when the driver strongly depresses the brake pedal and rapidly decelerates the vehicle, and then depresses the accelerator pedal and accelerates the vehicle immediately after the deceleration, the operation is evaluated as a poor operation with unnecessary deceleration. Even if the driver depresses the brake pedal during high-speed driving, in the case where the driver performs the steering operation after that, the operation is deemed to be passing of slower vehicle ahead and evaluated as the appropriate operation.
  • the evaluation of the accelerator pedal operation can be conducted by acquiring the state of the accelerator pedal operation (accelerator pedal force, number of operations of the accelerator pedal, operation amount of the accelerator pedal, etc.) from an accelerator sensor 4 and by evaluating whether the accelerator pedal operation amount is proper or not from the relation with a vehicle speed value that is obtained from the vehicle speed sensor 7 or the value of the acceleration loss. At this time, the state of subsequent brake pedal operation is also evaluated. For example, when the accelerator pedal release state is kept, instant evaluation where the driver does not depress the accelerator pedal properly is not made, and if the brake pedal is not depressed after that, the operation is deemed that the driver drives to a stop location while reliably decelerating with the free run or the engine braking and evaluated as the appropriate operation.
  • the state of the accelerator pedal operation acceleration pedal force, number of operations of the accelerator pedal, operation amount of the accelerator pedal, etc.
  • the driving operation evaluation apparatus evaluates the accelerator pedal operation on the basis of the region of the fuel efficiency where the accelerator pedal operation is performed. By evaluating the accelerator pedal operation based on the determination whether the operation is performed in the region of high fuel efficiency or not, the accelerator pedal operation can be evaluated properly. For example, when the accelerator pedal operation is performed in the region of high fuel efficiency, it contributes to the improvement of the fuel efficiency, and therefore such the accelerator pedal operation is highly appreciated. On the other hand, if the driver strongly depresses the accelerator pedal in high efficiency region to accelerate , in the case where the driver depresses the brake pedal to decelerate after that, the operation is low-rated with unnecessary acceleration.
  • the steering operation is evaluated on the basis of the steering angle of the steering wheel that is acquired from the steering sensor 5. For example, when the driver turns the steering wheel largely while the vehicle travels at fast speed, the state of a subsequent brake pedal operation is also evaluated, and when the brake pedal is largely depressed, the operation is deemed to be a danger avoidance action for avoiding an obstacle such as a parking vehicle in a traffic lane and evaluated as the appropriate operation.
  • the gearshift operation is evaluated on the basis of the position of the gearshift lever that is acquired from the gearshift sensor 6. For example, when the driver largely downshifts while the vehicle travels at fast speed, the state of a subsequent brake pedal operation is also evaluated, and when the brake pedal is largely depressed, the operation is deemed to be the danger avoidance action for avoiding an obstacle such as a parking vehicle in a traffic lane and evaluated as the appropriate operation.
  • the evaluation result is provided to the driving level determination section 11, used for the driving level determination, and therefore reflected to the driving assist for improving the fuel efficiency.
  • the driving operation evaluation apparatus evaluates the first driving operation of the driver on the basis of not only the state of the first driving operation but also the state of a subsequent second driving operation. Therefore, the operation that has been evaluated as an improper operation in view of the state of the first driving operation only can be evaluated as a proper operation on the basis of the state of the subsequent second driving operation in a comprehensive manner.
  • the evaluation is conducted on the basis of not only the state of the brake pedal operation as the first driving operation but also the state of the accelerator pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the brake pedal operation only is evaluated on the basis of the state of the subsequent accelerator pedal operation. Accordingly, the brake pedal operation as the first driving operation can be evaluated more properly.
  • the evaluation is conducted on the basis of not only the state of the accelerator pedal operation as the first driving operation but also the state of the brake pedal operation as the second driving operation that is subsequently performed, the operation that has been evaluated as an improper operation in view of the; accelerator pedal operation only is evaluated on the basis of the state of the subsequent brake pedal operation. Accordingly, the accelerator pedal operation as the first driving operation can be evaluated more properly.
  • the driving operation evaluation apparatus evaluates the accelerator pedal operation based on the determination whether the operation is performed in the region of high fuel efficiency or not, and accordingly, the accelerator pedal operation can be evaluated properly.
  • the foregoing description is about the embodiments according to the present invention, and it is to be understood that the apparatus according to the present invention is not limited to the embodiments, and the various modifications may be made within the scope of the invention.
  • the driving operation evaluation apparatus according to the embodiments may not include the driving assist functions as the aforementioned embodiments.
  • the object of the present invention can be accomplished even with a simple structure that includes only the driving evaluation function.
  • the present embodiment is mainly described for a hybrid vehicle in mind; however, the driving level can be similarly segmented by the skills of the driver that include the deceleration and the acceleration for a non-hybrid vehicle such as a vehicle with an engine only, and the assist can be conducted. But, in the case of such the engine vehicle, the operation such as EV driving, free run, or regenerative braking cannot be performed or is hardly performed, and therefore the problems can be simplified.
  • the free run or the regenerative braking can be replaced by the deceleration through the engine braking in consideration of fuel cut, and since the EV driving cannot be performed during the acceleration in the first place, the acceleration with high engine efficiency as needed and the driving in a low engine speed and high torque state as much as possible are required.
  • the present invention can adequately applied to the engine vehicle.
  • high efficiency acceleration assist as Level 2 may not be required.
  • the level applied to the driver may be increased, and the assist for the fuel-saving drive may be conducted.
  • the driving operation evaluation apparatus has a navigation system, when the assists for Level 1-1 through Level 2-2 are conducted, the driving operation evaluation apparatus may not have the navigation system.
  • the driving level of the driver can be classified as shown in Table 2, the driving level may be classified in more detail, or some driving level may be omitted.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)
  • Measurement Of The Respiration, Hearing Ability, Form, And Blood Characteristics Of Living Organisms (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

L'invention concerne un équipement (1) d'évaluation du fonctionnement de la conduite qui comprend une section (14) d'évaluation du fonctionnement de la conduite qui évalue la gestion de la conduite par le conducteur d'un véhicule, dans lequel la section (14) d'évaluation du fonctionnement de la conduite évalue une première opération de conduite du conducteur en fonction de l'état de la première opération de conduite et de l'état de la seconde opération de conduite qui est exécutée par la suite.
PCT/IB2011/002801 2010-11-26 2011-11-24 Équipement d'évaluation du fonctionnement de la conduite et procédé d'évaluation du fonctionnement de la conduite WO2012069915A2 (fr)

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JP2010-263659 2010-11-26
JP2010263659A JP2012113613A (ja) 2010-11-26 2010-11-26 運転操作評価装置

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ITUB20155454A1 (it) * 2015-11-11 2017-05-11 Iveco Spa Metodo di valutazione di un comportamento di guida veicolare e dispositivo implementante il metodo
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KR102368427B1 (ko) * 2020-08-26 2022-03-02 도로교통공단 인공지능 알고리즘을 이용한 자율주행 동적운행 위험도 분석 및 평가 방법과, 이를 이용한 자율주행 평가시스템

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WO2014167601A1 (fr) * 2013-04-11 2014-10-16 アイシン・エーアイ株式会社 Système d'évaluation de conduite de véhicule
JP2019012481A (ja) * 2017-06-30 2019-01-24 株式会社デンソーテン 運転診断装置および運転診断方法

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CN104641406A (zh) * 2012-09-17 2015-05-20 沃尔沃卡车集团 用于向车辆驾驶员提供指导消息的方法和系统
CN104641406B (zh) * 2012-09-17 2017-07-14 沃尔沃卡车集团 用于向车辆驾驶员提供指导消息的方法和系统
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CN112498366A (zh) * 2020-11-20 2021-03-16 苏州智加科技有限公司 自动驾驶车辆、控制方法、装置、设备及存储介质
CN112498366B (zh) * 2020-11-20 2022-04-05 苏州智加科技有限公司 自动驾驶车辆、控制方法、装置、设备及存储介质

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