• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention describes a driving style evaluation system (1) to be boarded on a vehicle (100), comprising: acceleration detection means (2) configured to measure the magnitude and direction of the acceleration of the vehicle (100) ; and a processing means (3), connected to the acceleration detection means (2), configured to determine if the magnitude of the acceleration of the vehicle (100) measured by the acceleration detection means (2) exceeds, with a frequency higher than a limit frequency, at least one security threshold (U1, U2) defined according to the direction of said acceleration. (Machine-translation by Google Translate, not legally binding)
    公开号:ES2696401A1
    申请号:ES201730919
    申请日:2017-07-11
    公开日:2019-01-15
    发明作者:Lopez Vicente Diaz；Santamaria Ester Olmeda；Amador Ana María Gomez；Boada Beatriz Lopez；Boada María Jesús Lopez；Roman Garcia José Luis San
    申请人:Universidad Carlos III de Madrid；
    IPC主号:
    专利说明:

    [0001]
    [0002] System and procedure for evaluation of driving style
    [0003]
    [0004] OBJECT OF THE INVENTION
    [0005]
    [0006] The present invention belongs in a general way to the field of automotive.
    [0007]
    [0008] A first object of the present invention is a new system configured to detect the driving style of the driver of a vehicle.
    [0009]
    [0010] A second object of the present invention is the operation procedure of the above driving evaluation system.
    [0011]
    [0012] BACKGROUND OF THE INVENTION
    [0013]
    [0014] In recent times, electronic control systems are being used in a wide variety of applications in the automotive field. Its development has been parallel to that of digital microprocessors, and nowadays it offers a wide variety of systems for the engine, brakes, suspension, etc. As an example, we can mention the electronic engine power control (EMS), the electronically controlled brake (ELB), the anti-lock braking system (ABS), the traction control (ASR), or the electronically controlled pneumatic suspension. (ELF) There are other applications aimed at obtaining data to determine the status or need for maintenance of vehicles, in order to obtain greater reliability and performance of their mechanical systems. Thanks to the information obtained by these applications, it is possible to diagnose the technical conditions and the wear process of the systems and / or components thereof.
    [0015]
    [0016] Currently, there is no implantable device or system in a vehicle capable of determining and evaluating in an objective manner the driver's driving style.
    [0017]
    [0018] DESCRIPTION OF THE INVENTION
    [0019]
    [0020] The present invention solves the above problems thanks to a new device on a vehicle that is capable of detecting the driving style of the driver of the vehicle and, in addition, to evaluate if said driving style is safe or not. More specifically, the system of the invention comprises a set of sensors that measure the acceleration of the vehicle to detect sudden maneuvers, braking, unnecessary acceleration, etc., which betray a dangerous attitude of the driver at the wheel. In case the accelerations measured by the sensors exceed certain safety thresholds, it is considered that the driving style is not sufficiently safe. This information allows to analyze the driving style of the driver, which can be especially useful in the field of passenger transport by road.
    [0021]
    [0022] In addition, measures can be taken in real time to provide the driver or a third party with information about the driver's driving style. For example, alarm signals can be issued in real time to both the driver and a third party when it is detected that the driving style is dangerous. Additionally, alarm signals can also be issued to the driver in real time each time the acceleration measured by the sensors exceeds the safety thresholds.
    [0023]
    [0024] This invention allows to evaluate the dynamic behavior of the vehicle in a completely objective way through the sensors and the established safety thresholds. This is important because, sometimes, the driver's sensation does not correspond to the real driving dynamics situation. More specifically, during driving the driver intuitively perceives the conditions of adherence in the pneumatic-ground contact and adapts the speed of the vehicle to said conditions. This intuitive perception of the driver is relatively accurate when there is a purely longitudinal stress in good grip conditions. However, when longitudinal and transverse loads are combined, the adhesion limit is reached much earlier than expected, especially in wet floor conditions. In these situations, the invention provides an important aid, since it can indicate to the driver or to a third party that the conditions of the road advise lower speed.
    [0025]
    [0026] In addition, the device could be used as a means of evaluating novice drivers when they perform the necessary official tests to obtain the driving license.
    [0027]
    [0028] In this document, the term "longitudinal direction" refers to the natural horizontal direction of travel of the vehicle in question, the "transverse direction" refers to the horizontal direction perpendicular to the longitudinal direction, and the "Vertical direction" refers to a direction perpendicular to the plane on which the vehicle is traveling.
    [0029]
    [0030] In a first aspect of the present invention, there is defined a conduction evaluation system arranged to be embarked in a vehicle and which fundamentally comprises means for detecting the acceleration of the vehicle and a processing means. Next, each of these elements is described in greater detail.
    [0031]
    [0032] 1) Acceleration detection means
    [0033]
    [0034] It is a means configured to measure the magnitude and direction of the acceleration of the vehicle. These acceleration detection means may be implemented through various types and configurations of sensors as long as they are capable of obtaining the vehicle acceleration vector.
    [0035]
    [0036] In a preferred embodiment of the invention, the acceleration detection means may be arranged so as to measure the magnitude of the acceleration of the vehicle in a longitudinal, transverse, and vertical direction. For example, three accelerometers can be used, or a three-axis accelerometer. The acceleration vector of the vehicle will be obtained from the addition of the three accelerations in the three directions of space. Other types of sensors that measure acceleration can also be used, such as piezoelectric, capacitive and calibrated mass connected to a mechanical spring of known constant.
    [0037]
    [0038] Note that, although it is the simplest configuration, it is not essential that the sensors used are specifically oriented in longitudinal, transverse and vertical directions. It is enough that they are oriented in known directions, so that the acceleration vector of the vehicle in question can be calculated.
    [0039]
    [0040] In any case, in a vehicle traveling on the road, acceleration in the vertical direction is not a frequent problem, and therefore it would be possible to omit the acceleration measurement in the vertical direction.
    [0041]
    [0042] 2) Processing medium
    [0043] The processing means is connected to the acceleration detection means and configured to determine whether the magnitude of the acceleration of the vehicle measured by the detection means exceeds, with a frequency exceeding a limit frequency, at least one safety threshold defined in function of the direction of said acceleration.
    [0044]
    [0045] Therefore, the processing means contains or determines at least one security threshold defined as a function of the direction of acceleration. This means that the security threshold can have a different magnitude in some directions than in others. The reason is that the adherence of the tires of the vehicle is not the same in some directions than in others, and therefore the vehicle is prepared to support accelerations of different magnitude depending on the direction in which they occur. In addition, the feeling of comfort of a user who moves in the vehicle is also altered in a different way by an acceleration depending on which direction. In general, both the vehicle and the user traveling therein can withstand accelerations of greater magnitude in the longitudinal direction of the gear than in the direction transverse to the gear or in the vertical direction. The generalization of this concept for all directions of the march results in the fact that the at least one safety threshold is dependent on the direction of acceleration. Therefore, preferably, the at least one safety threshold assumes a closed volumetric surface shape within a three-dimensional acceleration space whose axes correspond to the longitudinal direction, the transverse direction, and the vertical direction. Preferably, the shape adopted by the at least one safety threshold is similar to an ellipsoid with a major axis in the longitudinal direction and two axes of shorter length in the transverse and vertical directions.
    [0046]
    [0047] In a particularly preferred embodiment of the invention, there is provided an internal security threshold and an external security threshold, where the external security threshold contains the internal security threshold. Therefore, these two concentric and three-dimensional safety thresholds in the space of accelerations define three volumes: an interior volume to the interior threshold corresponds to accelerations of an optimal conduction style, a volume located between the interior threshold and the exterior threshold corresponds to accelerations of a medium driving style, and a volume outside the outer threshold corresponds to accelerations of a dangerous driving style. The thresholds they can be determined through empirical tests, or they can be provided by the vehicle manufacturers themselves.
    [0048]
    [0049] Therefore, the processing means monitors the vehicle acceleration vector in real time and classifies the driving style of the vehicle according to whether it exceeds the safety thresholds with at least a certain limiting frequency. The inclusion of criteria related to the frequency of exceeding the thresholds is due to the fact that, even with an optimal driving style, braking and other abrupt maneuvers are sometimes inevitable. However, if the thresholds are exceeded very often it can be deduced that the driver is not driving optimally. Therefore, in order to determine the driving style of the driver, it is necessary that the frequency with which the internal and / or external thresholds are respectively exceeded reaches a minimum limit frequency.
    [0050]
    [0051] The processing means can be implemented in any way provided that it can be programmed to carry out the functions described in this document. For example, it can be a microcontroller, microcomputer, ASIC, FPGA, DSP, etc.
    [0052]
    [0053] In short, the most basic version of the system of the invention works mainly in the following way. The acceleration detection means obtain in real time the acceleration of the vehicle. This acceleration is sent to the processing medium, which determines how often it exceeds the internal threshold or the internal threshold. Normally, the acceleration remains within the inner threshold most of the time and only exceeds the first threshold and / or the second threshold at specific moments in which sudden turns, brakings, sudden accelerations, etc. occur. Depending on the frequency with which the measured accelerations exceed the first threshold or the second safety threshold, the processing means determines whether the driving style is optimal, medium, or dangerous.
    [0054]
    [0055] In a particularly preferred embodiment of the invention, the system further comprises a means of detecting humidity that allows to correct the at least one safety threshold as a function of the detected humidity. The moisture detection means can be implemented through a single sensor for the direct measurement of humidity, such as by means of a hygrometer, or through a set of sensors capable of detecting humidity. obtain moisture from other physical variables indirectly. Thanks to the knowledge of humidity, the processing means can correct the safety thresholds to adapt them to the conditions of the road at all times. Thus, in case the humidity detected indicates that it is raining and, therefore, that the road is wet, the thresholds are corrected in the sense of contracting them, thus decreasing the magnitude of the admissible accelerations.
    [0056]
    [0057] In another particularly preferred embodiment of the invention, the system further comprises a lighting detection means that allows to correct the at least one safety threshold according to the level of illumination detected. In this way, the processing means can also correct the security thresholds to adapt them to the lighting conditions. If the illumination detector means indicates that it is night, the thresholds are contracted to decrease the magnitude of the admissible accelerations.
    [0058]
    [0059] In another particularly preferred embodiment of the invention, the system comprises a temperature detection means that allows to correct the at least one safety threshold as a function of the detected temperature level. Thus, if for example the temperature is extremely cold, the safety thresholds can be contracted in anticipation of ice on the road. The information obtained with this sensor can be combined with that obtained by other sensors, for example the humidity sensor, for greater accuracy of environmental conditions.
    [0060]
    [0061] In another particularly preferred embodiment of the invention, the system comprises a means for detecting the pressure of inflation of some wheels of the vehicle that allows to correct the at least one safety threshold according to the level of pressure detected. In this way, when a fall in tire inflation pressure is detected below the recommended pressure for the vehicle model in question, the allowable accelerations can be reduced to increase safety.
    [0062]
    [0063] In another particularly preferred embodiment of the invention, the system further comprises a storage means connected to the processing means for storing the accelerations detected by the acceleration detection means. The storage medium can be implemented in any way so long as it allows storage of the information acquired by the detection means and, optionally, derived information obtained through the processing means. For example, it can be a ROM, a RAM, an EPROM, an EEPROM, CD-ROM, hard disk, etc. The storage medium can be an integral part of the processing medium itself or be a separate element thereof.
    [0064]
    [0065] In still another preferred embodiment of the invention, the system further comprises a communication means connected to the processing means for transmitting data relative to the accelerations detected by the acceleration detection means. Thanks to this means of communication, an external user can download any type of information, either directly obtained by the means of detection or derived through the processing means, for further analysis. The means of communication also allows the sending of alarm signals to the outside, such as, for example, to a control center in the case of the transport of passengers by road. The means of communication can be implemented in any way, whether wired or wireless, although preferably a Bluetooth device or Wi-Fi connection will be used.
    [0066]
    [0067] In yet another preferred embodiment of the invention, the system further comprises an alarm means connected to the processing means for emitting an alarm signal when the acceleration exceeds the at least one safety threshold or when the driving style is not optimal . This alarm means can be implemented by means of visual alarm devices, such as LEDs or the like, or of an auditory alarm, such as a horn. In addition, the alarm signals can have two levels (for example, two tones or two colors) to differentiate between maneuvers that cause the acceleration to exceed only the internal threshold of maneuvers that cause the acceleration to exceed the internal threshold and the outer threshold. The issuance of alarms that indicate in real time the moments in which the safety thresholds are exceeded can help the driver to become aware of his driving style, encouraging a more responsible driving. Alternatively, alarms indicative of the calculated driving style could be issued over a minimum period of time.
    [0068]
    [0069] In a preferred embodiment of the invention, the system of the invention is fixed permanently to the vehicle to evaluate the driving style of the driver of said vehicle. It is thus a system that can be provided completely integrated in the vehicle and whose information can be mainly intended for the driver. Thus, the processing means, as well as most of the optional elements described, could be integrated into the electronic control unit of the current vehicles, and the detection means could be fixedly arranged in the vehicle during its manufacture. . In a preferred alternative embodiment to the previous one, the The system of the invention could be installed in the vehicle after its manufacture as an auxiliary option. In either case, the alarm means could be configured as LEDs on the dashboard that could indicate to the driver that the acceleration has exceeded some of the safety thresholds. In addition, information about the accelerations of the vehicle along a given path could be stored in the storage medium for further analysis by a supervisor. This could be especially useful in the case of passenger transport vehicles.
    [0070]
    [0071] In a preferred alternative embodiment to the above, the system of the invention adopts a portable compact configuration for evaluating the driving style of the driver of any vehicle in which it is introduced. That is, in this case the system of the invention is configured so that the processing means, the acceleration detection means, and any of the optional elements described above, have a weight and volume suitable to be transported by a person. For example, the entire system could be housed in a box or briefcase. This configuration would be useful to analyze the driving style of a private driver of a passenger transport company without being aware of it. It would be enough for a supervisor to introduce the box or briefcase that houses the system of the invention into the vehicle. The accelerations suffered by the system would be stored for further analysis.
    [0072]
    [0073] In a still more preferred embodiment of the invention, the system of the invention could be integrated into an intelligent mobile telephone. Indeed, current mobile phones have motion sensors, such as accelerometers, which are able to determine the magnitude and direction of the acceleration experienced by them. Therefore, it would be possible to implement the system of the invention as an application in a smart mobile phone.
    [0074]
    [0075] A second aspect of the present invention is directed to a method for evaluating the driving style of a vehicle, which basically comprises the following steps:
    [0076]
    [0077] 1) Detect, by means of acceleration detection means, the magnitude and direction of the acceleration of the vehicle.
    [0078]
    [0079] 2) Determine, by means of a processing means connected to the means of acceleration detection, if the magnitude of the acceleration of the vehicle exceeds, with a frequency exceeding a limit frequency at least, a safety threshold defined as a function of the direction of said acceleration.
    [0080]
    [0081] Preferably, the at least one safety threshold adopts a closed volumetric surface shape within a three-dimensional acceleration space whose axes correspond to the longitudinal direction, the transverse direction, and the vertical direction.
    [0082]
    [0083] The method of the present invention preferably further comprises the step of defining an internal security threshold and an external security threshold, where the external security threshold contains the internal security threshold. Thus, the inner volume to the inner threshold corresponds to accelerations of an optimal driving style, a volume located between the inner threshold and the outer threshold corresponds to accelerations of an average driving style, and a volume outside the outer threshold corresponds to accelerations of a dangerous driving style.
    [0084]
    [0085] Additionally, the method of the invention may further comprise the step of correcting the at least one security threshold as a function of a humidity detected by a humidity detecting means, a level of illumination detected by a lighting detection means, a temperature level detected by a temperature sensing means, or a tire inflation pressure level detected by a tire inflation detection means.
    [0086]
    [0087] BRIEF DESCRIPTION OF THE FIGURES
    [0088]
    [0089] Fig. 1 shows an illustrative diagram of the different elements that make up a system according to the present invention.
    [0090]
    [0091] Fig. 2 shows a perspective view of a vehicle equipped with a system according to the present invention.
    [0092]
    [0093] Fig. 3 shows a two-dimensional graph illustrating the shape of the thresholds according to a system according to the present invention.
    [0094]
    [0095] Figs. 4a-4e show various schematic plan views of maneuvers performed by a vehicle equipped with a system according to the present invention.
    [0096] PREFERRED EMBODIMENT OF THE INVENTION
    [0097]
    [0098] A particular example of the present invention is described below with reference to the appended figures.
    [0099]
    [0100] Fig. 1 shows a schematic diagram of the system (1) according to the present invention, where the system (1) basically comprises a central processing means (3) connected to acceleration sensors (2) and a plurality of elements additional peripherals.
    [0101]
    [0102] In the simplest implementation mode of the invention, the acceleration sensors (2), which may simply take the form of accelerometers. The acceleration sensors (2) can be fixed permanently to some element belonging to the chassis or the body of the vehicle (100), for example as shown in Fig. 2. In this figure a sensor (2) is shown schematically. of acceleration capable of measuring the acceleration of the vehicle in the three main directions of space: longitudinal direction (L), transverse direction (T) and vertical direction (V). The acceleration sensor (2) is shown fixed to the vehicle roof (100) for reasons of simplicity of the figure, although it should be understood that it could be fixed or integrated in any other area of the vehicle (100). The connection of the acceleration sensors (2) with the processing means (3) allows the latter to receive the acceleration data of the vehicle in real time to carry out the processing and take the pertinent actions at any time, as will be defined later on. in this document. This connection can be wired or wireless.
    [0103]
    [0104] Therefore, the processing means (3) receives from the acceleration sensors (2) the magnitudes of the respectively longitudinal, transverse and vertical accelerations. From these data, the processing means (3) constructs the acceleration vector (a) and determines if it exceeds any of two thresholds (U1, U2). Fig. 3 shows a schematic top view of security thresholds (U1, U2) according to this example of the invention, namely an inner threshold (U1) and an outer threshold (U2) essentially concentric with respect to the previous one. In the center of coordinates, a vehicle (100) has been represented in a discontinuous line plan. For reasons of simplicity, the security thresholds (U1, U2) are represented here only in the longitudinal-transverse plane, both adopting a shape similar to a flat ellipse with the major axis in the longitudinal direction (L) and the minor axis in the transverse direction (T). As mentioned earlier in this document, this is because the permissible accelerations in a vehicle (100) can reach a greater magnitude in the longitudinal direction (L) than in the transverse direction (T).
    [0105]
    [0106] When the vehicle (100) moves, the end of the acceleration vector (a) moves three-dimensionally in space, since the present invention takes into account all the orographic possibilities of the road. However, for reasons of simplicity of the figures, in the present example only accelerations within a transverse longitudinal plane on which the vehicle (100) moves are analyzed. Under normal driving conditions, the acceleration vector (a) will remain inside the space enclosed by the interior threshold (U1). However, when an abrupt maneuver occurs, the acceleration vector (a) can overcome some of the security thresholds (U1, U2). Fig. 3 shows an acceleration corresponding to a maneuver in which the driver makes a sharp turn to the left while pressing the accelerator. As can be seen, the acceleration vector (a) exceeds the inner threshold (U1) but not the outer threshold (U2).
    [0107]
    [0108] Figs. 4a-4e show several examples of maneuvers of a vehicle (100). For reasons of simplicity of the illustrations, only the internal security threshold (U1) has been represented in these drawings.
    [0109]
    [0110] Fig. 4a shows a vehicle (100) accelerating in a longitudinal direction along a straight road section. In this case, as can be seen, the driver of the vehicle (100) does not abruptly actuate the accelerator and consequently the acceleration vector (a) does not exceed the interior threshold (U1).
    [0111]
    [0112] Fig. 4b shows a situation similar to the previous one in which the driver the vehicle (100) steps too sharply on the accelerator and as a consequence the vector acceleration (a) of the vehicle adopts a greater magnitude than in Fig. 4a, until the point that exceeds the inner threshold (U1).
    [0113]
    [0114] Fig. 4c shows a situation in which the driver of the vehicle (100) must abruptly step on the brake pedal because it encounters a jam. In this case, the acceleration vector (a) has an opposite direction compared to the previous case and its magnitude exceeds the inner threshold (U1).
    [0115] Fig. 4d shows a situation in which the vehicle (100) is taking a curve and at the same time the driver is stepping on the accelerator. The total acceleration vector (a) is obtained from the combination of the centrifugal acceleration (a T ) in the transverse direction and the acceleration (a L ) in the longitudinal direction. As can be seen, the total acceleration vector (a) exceeds the inner threshold (U1).
    [0116]
    [0117] Fig. 4d shows a situation similar to the previous one in which we can see how, despite the fact that the magnitude of the centrifugal acceleration (to T ) does not exceed the interior threshold (U1) in the transverse direction and the acceleration (to L ) in the longitudinal direction it also does not exceed the inner threshold (U1) in the longitudinal direction, the total acceleration vector (a) exceeds the inner threshold (U1). This is due to the shape similar to an ellipse that adopts the inner threshold (U1).
    [0118]
    [0119] In short, the processing means (3) thus monitors the acceleration vector (a) at all times to detect how often abrupt maneuvers occur that cause one or both of the thresholds to be exceeded (U1, U2) and perform an analysis about how often this happens. If the processing means (3) determines that the acceleration vector (a) does not exceed the inner threshold (U1) with a frequency higher than a certain first minimum frequency, then it considers that the driving style is optimal. If the processing means (3) determines that the acceleration vector (a) exceeds the inner threshold (U1) with a frequency higher than the first minimum frequency, but does not exceed the outer threshold (U2) with a frequency higher than a certain second frequency minimum frequency, then consider that the driving style is medium. And if the processing means (3) determines that the acceleration vector (a) exceeds the outer threshold (U2) with a frequency higher than the second minimum frequency, then it considers that the driving style is dangerous.
    [0120]
    [0121] The value and form of security thresholds (U1, U2) can be obtained through empirical tests. These empirical tests can take into account both mechanical limiting factors, such as the adherence of the tires in different driving conditions, and limiting factors related to the comfort of the passengers of the vehicle.
    [0122]
    [0123] As seen in Fig. 1, the system (1) of the invention can further include additional sensors that provide additional information to the processing means (3) that can help adapt the thresholds (U1, U2) to the actual conditions of driving in every moment In this example, a humidity sensor (4), a lighting sensor (5), a temperature sensor (10), and an inflation pressure sensor (11) are explicitly mentioned.
    [0124]
    [0125] The humidity sensor (4), for example a hygrometer, allows the processing means (3) to have information relative to the humidity of the road, which is relevant to determine the magnitude of the maximum allowable accelerations in each direction. When this humidity sensor (4) detects a high humidity indicative of the presence of rain on the roadway, it communicates this fact to the processing means (3). This, in turn, alters the safety thresholds (U1, U2) to decrease the magnitude of the permissible accelerations, since the water in the roadway increases the necessary braking distance and therefore the danger of sliding before high accelerations is greater .
    [0126]
    [0127] The illumination sensor (5) provides the processing means (3) with information relating to the degree of illumination, for example it can indicate whether it is day or night. This information is also relevant to determine the reaction time of the driver, which usually grows as the lighting is less. When this illumination sensor (5) detects a low illumination level, for example because it is night, it communicates this fact to the processing means (3). This, in turn, alters the security thresholds (U1, U2) to decrease the magnitude of the permissible accelerations.
    [0128]
    [0129] The temperature sensor (10) provides the processing means (3) with information regarding the temperature. For example, temperatures below zero would indicate the possible presence of ice on the road, especially in combination with high humidity levels. On the contrary, extremely high temperatures could suggest a possible deterioration of the conditions of tire and / or road adhesion. The temperature sensor (10) sends the information about the temperature to the processing means (3) so that it can alter the safety thresholds (U1, U2) to reduce the magnitude of the permissible accelerations if necessary.
    [0130]
    [0131] The inflation pressure sensor (11) provides the processing means (3) with information about the inflation pressure of the vehicle wheels (100). When it falls below the recommended limits, the processing means (3) modifies the safety thresholds (U1, U2) to reduce the magnitude of the permissible accelerations.
    [0132]
    [0133] The system (1) of this example also includes a storage means (6). The middle (6) storage allows storing the information captured by the acceleration sensors (2) for further analysis. For example, in the case of passenger transport by road, the information captured by the acceleration sensors (2) can be downloaded by a supervisor and analyzed in a control center to determine if the driver complies with certain safety standards. driving.
    [0134]
    [0135] The system (1) also includes a means (7) of communication that allows to transmit to the outside the data about the accelerations measured by the acceleration sensors (2). This means (7) of communication could be of the wired type, which would require the physical connection of an external element for the download of the information, or wireless, which would allow the sending of the information through Bluetooth, Wifi, or others. . The means (7) communication could even include a mobile connection of type GPRS, UMTS, or others, which would allow the real-time transmission of the information about the accelerations measured during the journey made by the vehicle (100) in question.
    [0136]
    [0137] The system (1) shown in Fig. 1 also includes an alarm means (8). In the case of a system (1) integrated in the vehicle (100) itself, the alarm means (8) can consist of one or several LEDs arranged on the dashboard, for example a green LED, a yellow LED and a red LED . These LEDs can be used in two different ways to provide information to the driver.
    [0138]
    [0139] In a first mode, the processing means (3) receives the accelerations measured by the acceleration sensors (2) and, after a set minimum period of time, for example 15 minutes, determines the driving style of the vehicle driver (100) As described earlier in this document, the driving style is determined according to the frequency with which the acceleration exceeds the inner threshold (U1) and the outer threshold (U2): if the interior threshold is barely exceeded (U1) , driving is considered optimal; if the inner threshold (U1) is exceeded with a minimum frequency but the outer threshold (U2) is barely exceeded, the conduction is considered average; and if the outer threshold (U2) is exceeded with a minimum frequency, the conduction is considered dangerous. The LED that represents the current driving style lights up: green LED for optimal driving, yellow LED for medium driving, and red LED for dangerous driving. The driver can thus know in real time what the quality of his driving is in a completely objective way. The determination of the driving style of the driver by the processing means (3) can continue to be carried out in real time throughout the journey, so that changes in the driving style of the driver they are reflected in the color of the LED that lights up on the dashboard.
    [0140]
    [0141] In a second mode, the processing means (3) simply orders the illumination of one or the other LED according to the instantaneous acceleration at each particular moment. Thus, normally the green LED will be on most of the time, but every time the driver makes a sudden maneuver, such as braking, acceleration, swerving, etc., the yellow LED or the red LED will light depending on whether the the acceleration caused by that sudden maneuver exceeds the inner threshold (U1) or the outer threshold (U2).
    [0142]
    [0143] The system (1) shown in Fig. 1 also includes a power supply means (9), for example a battery. It can be a dedicated battery belonging to the system (1) of the invention, or the batteries of the vehicle (100) in which said system (1) is installed. In any case, the feeding means (9) is configured to provide electrical power to the processing means (3) and the rest of the elements of the invention.
    权利要求:
    Claims (19)
    [1]
    1. System (1) for evaluation of driving style to be boarded in a vehicle (100), characterized in that it comprises:
    - acceleration detection means (2) configured to measure the magnitude and direction of the acceleration of the vehicle (100); Y
    - a processing means (3), connected to the acceleration detection means (2), configured to determine if the magnitude of the acceleration of the vehicle (100) measured by the acceleration detection means (2) exceeds, with a frequency higher than a limit frequency, at least one security threshold (U1, U2) defined according to the direction of said acceleration.
    [2]
    System (1) according to claim 1, wherein the at least one safety threshold (U1, U2) adopts a closed volumetric surface shape within a three-dimensional acceleration space whose axes correspond to the longitudinal direction, the transverse direction, and the vertical direction.
    [3]
    System (1) according to claim 2, comprising an internal security threshold (U1) and an external security threshold (U2), where the external security threshold (U2) contains the security threshold (U1) interior, and where an interior volume to the interior threshold (U1) corresponds to accelerations of an optimal driving style, a volume located between the inner threshold (U1) and the outer threshold (U2) corresponds to accelerations of an average driving style, and a volume outside the outer threshold (U2) corresponds to accelerations of a dangerous driving style.
    [4]
    System (1) according to any of the preceding claims, characterized in that the acceleration detection means (2) are arranged so that they measure the magnitude of the acceleration of the vehicle (100) in a longitudinal, transverse direction, and vertical.
    [5]
    System (1) according to any of the preceding claims, which further comprises a means (4) for detecting humidity that allows to correct the at least one safety threshold (U1, U2) as a function of the detected humidity .
    [6]
    System (1) according to any of the preceding claims, which also it comprises a lighting detection means (5) that allows to correct the at least one security threshold (U1, U2) depending on the level of illumination detected.
    [7]
    System (1) according to any of the preceding claims, further comprising a means (10) for temperature detection that allows to correct the at least one security threshold (U1, U2) as a function of the temperature level detected.
    [8]
    System (1) according to any of the preceding claims, further comprising means (11) for detecting inflation pressure of some wheels of the vehicle (100) that allows correcting the at least one threshold (U1, U2) of safety according to the level of pressure detected.
    [9]
    System (1) according to any of the preceding claims, further comprising a storage means (6) connected to the processing means (3) for storing the accelerations detected by the acceleration detection means (2).
    [10]
    System (1) according to any of the preceding claims, further comprising a communication means (7) connected to the processing means (3) for transmitting data relative to the accelerations detected by the detection means (2) of acceleration.
    [11]
    System (1) according to any of the preceding claims, further comprising an alarm means (8) connected to the processing means (3) for emitting an alarm signal when the acceleration exceeds the at least one threshold (U1, U2) safety or when the driving style is not optimal.
    [12]
    System (1) according to any of the preceding claims, further comprising a power means (9) connected to the processing means (3) to provide power supply.
    [13]
    System (1) according to any of the preceding claims, which is permanently affixed to the vehicle (100) to evaluate the driving style of the driver of said vehicle (100).
    [14]
    14. System (1) according to any of claims 1-12, which adopts a portable compact configuration for evaluating the driver's driving style of any vehicle (100) in which it is entered.
    [15]
    System (1) according to claim 14, which is integrated into an intelligent mobile telephone.
    [16]
    16. Procedure for evaluating the driving style of a vehicle (100), characterized in that it comprises the following steps:
    - detect, by means (2) of acceleration detection, the magnitude and direction of the acceleration of the vehicle (100);
    - determining, by means of a processing means (3) connected to the acceleration detection means (2), if the magnitude of the acceleration of the vehicle (100) exceeds, at a frequency exceeding a limit frequency, at least one threshold ( U1, U2) defined according to the direction of said acceleration.
    [17]
    Method according to claim 16, wherein the at least one safety threshold (U1, U2) adopts a closed volumetric surface shape within a three-dimensional acceleration space whose axes correspond to the longitudinal direction, the transverse direction , and the vertical direction.
    [18]
    The method according to claim 17, comprising a step of defining an internal security threshold (U1) and an external security threshold (U2), where the external security threshold (U2) contains the threshold (U1) of interior security, and where an interior volume to the interior threshold (U1) corresponds to accelerations of an optimal driving style, a volume located between the interior threshold (U1) and the exterior threshold (U2) corresponds to accelerations of an average driving style , and a volume outside the outer threshold (U2) corresponds to accelerations of a dangerous driving style.
    [19]
    19. Method according to any of claims 16-18, further comprising a step of correcting the at least one security threshold (U1, U2) as a function of the humidity detected by a detection means (4) of humidity, of the level of illumination detected by a means (5) of detection of illumination, of the level of temperature detected by a means (10) of temperature detection, or of the level of inflation pressure of the wheels detected by a means (11). ) of inflation pressure detection.
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    同族专利:
    公开号 | 公开日
    ES2696401B8|2021-03-02|
    ES2696401B2|2020-06-08|
    引用文献:
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    US6449572B1|1998-12-24|2002-09-10|Daimlerchrysler Ag|Method and device for classifying the driving style of a driver in a motor vehicle|
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    ES201730919A|ES2696401B8|2017-07-11|2017-07-11|Driving style evaluation system and procedure|ES201730919A| ES2696401B8|2017-07-11|2017-07-11|Driving style evaluation system and procedure|
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