• 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:
    vehicle driver driving style characterization system is a vehicle driver risk indicator assessment system, which uses an accelerometer (21) to detect acceleration and deceleration values (a,d,i ) of a vehicle, a gps (22) to detect the position (l, g) and speed (v) of the vehicle and a gsm/gprs module (24) to send the detected data to an operations center (300) which calculates the determination of the vehicle driver's risk indicator.
    公开号:BR102012017625B1
    申请号:R102012017625-4
    申请日:2012-07-17
    公开日:2022-01-18
    发明作者:Franco IACHINI
    申请人:Infomobility.It S.P.A.；
    IPC主号:
    专利说明:

    DESCRIPTION
    The present industrial patent application relates to a system for evaluating a risk indicator associated with the driving style of a driver of a vehicle driver.
    Vehicle satellite navigators are widely known in the market, which operate with GPS protocol to indicate the exact position of a vehicle in the territory.
    Satellite tracking devices are widely known in the market, which are also used as an anti-theft device to signal the position of a stolen vehicle.
    Accident detectors (collision sensors) of vehicles are also known, usually in the form of accelerometers that detect a sudden change in vehicle acceleration indicative of a collision. Said crash sensors are usually connected to the vehicle's airbags.
    Vehicle-integrated mobile phones are also known, which operate with GSM or GPRS protocols to make in-vehicle phone calls. •
    US2005/037730, W02009/133450, GB2390208, US202/037707 disclose devices mounted integrally to a vehicle to signal an accident to a competent authority such as assistance services, police and the like.
    However, none of the above mentioned prior documents describes the use of said devices to determine a vehicle driver risk indicator.
    Generally, insurance policies are created by insurance companies based on the vehicle driver's accident risks. Therefore, it would be desirable for insurance companies to have a system capable of objectively assessing the risks of accidents of the vehicle driver.
    The purpose of the present invention is to provide a vehicle driver risk indicator assessment system that is reliable and simple to produce and use.
    These purposes are realized according to the invention, with the features claimed in independent claim 1. Advantageous embodiments are presented from the dependent claims.
    According to the invention, the vehicle driver risk indicator assessment system uses an accelerometer to detect acceleration and deceleration values of a vehicle, a GPS to detect the position and speed of a vehicle and a GSM module /GPRS to send the detected data to an operations center that calculates the assessment of a vehicle driver risk indicator.
    The additional features of the invention will become more evident from the description below, which refers to an illustrative, but not limiting, embodiment illustrated in the accompanying drawings, in which:
    Figure 1 is an exploded perspective view of a box used to contain the device for implementing the process according to the invention;
    Figure 2 is a block diagram showing the functional blocks and operation of the device for implementing the process according to the invention;
    Figure 3 is a block diagram showing the process of the invention; eFigure 4 is a block diagram showing the process deployed by the operations center.
    With reference to the Figures mentioned above, the device for implanting the process according to the invention is described being generally indicated with the numeral (1). Referring to Figure 1, the device (1) comprises a container box (2) and a support connector (3).
    The container box (2) comprises a base (4) and a lid (5) and is adapted to contain all the functional blocks shown in Figure 2, as illustrated below.
    Referring again to Figure 1, the support connector (3) is secured to a windshield (100) of the vehicle with permanent tape. As shown in Figure 2, the electrical contacts (6) are located on the support connector (3) to make contact with the electrical contacts (6a) of a complementary connector (7) located at the base of the container box.
    Referring to Figure 2, the support connector (3) is connected to a battery (101) of the vehicle by means of electrical cables.
    Referring to Figure 1, the device (1) can optionally be provided with a Bluetooth communication module (9) that can be inserted into a designated opening (10) in the base of the box (2).
    Referring to Figure 2, the Bluetooth communication module (9) communicates with a Bluetooth transmission module (102) connected to a retrieval device (103) adapted to retrieve in-vehicle information from the vehicle's control unit. .
    The box (2) contains a microcontroller (20), an accelerometer (21), a GPS satellite module (22), a power supply unit (23) and a GSM/GPRS mobile phone module (24). The microcontroller (20) controls the operation of all devices of the device (1).
    The accelerometer (21) is preferably of the 3-axis geometric type, adapted to detect sudden acceleration or sudden deceleration of the vehicle indicative of improper driving or accidents.
    The GPS satellite module (22) is equipped with an integrated GPS antenna (25) in order to detect the exact position of the vehicle.
    The power supply unit (23) comprises a voltage generator (26) which consumes from 9 to 36V of energy from the vehicle's battery (101) and converts it to adequately supply power to all devices contained in the device housing. The power supply unit (23) also comprises a backup rechargeable battery (27) contained in the case (2).
    The GSM/GPR mobile phone module (24) comprises an integrated GSM antenna (28), which connects to a mobile phone network. The GSM/GPR mobile phone module (24) also comprises an audio input (29) and an audio output (30) of the hands-free type. Referring to Figure 1, the audio input (29) and the audio output (30) are respectively connected to a microphone (31) and a speaker (32) installed on the sides of the cover (5) of the box. The GSM/GPR mobile phone module (24) is adapted to connect to a assistance center in order to send messages and/or put the vehicle driver in communication with the assistance center.
    The installation of the device (1) on the windshield (100) of the vehicle allows the positioning of the microphone (31) and the speaker (32) in the best position for the use of the driver.
    The device (1) comprises a data storage memory (34). The memory (34) can be of the serial NAND flash type.
    Optionally, the device (1) may comprise an LED unit (33), an audible signal emitter (35) and an emergency button (36).
    The LED unit (33), the sounder (35) and the emergency button (36) are installed on one side of the cover (5) of the housing in order to be accessible to the user. The emergency button (36) is connected to the mobile phone module (24) to put the driver in communication with the assistance center.
    Referring to Figure 1, it should be considered that the support connector (3), the base (4) and the cover (5) of the box are mutually closed with a tamper-evident key or screw. Furthermore, the microcontroller (20) constantly monitors the electrical contacts (6, 6a) of the connector (3) and the housing (2) in order to detect a possible attempt to disconnect the connector housing or tampering. 1) is described in this document, below.
    The GPS module (22) constantly detects the exact position of the vehicle. When the vehicle has an accident, the accelerometer (21) detects the accident and sends the signal to the microcontroller (20). The microcontroller (20) activates the GSM/GPRS module (24) which sends an accident signal to the assistance center, accompanied by the exact position of the vehicle detected by the GPS module (22). Then, the service center can provide quick assistance to the vehicle. Furthermore, through the GSM/GPRS module (24), the driver communicates with the assistance center. The device (1) of the invention allows the following functions:• Locate the vehicle, in case of theft, by means of from the GPS module (22).• Collect data to record vehicle usage (kilometers traveled by road type and time of use) and collect data to assess the driver's “driving behavior” via the Bluetooth communication module (9).• Send the above mentioned information to a remote station via the GSM/GPRS module (24).• Detect an attempt to remove and/or tamper through the microcontroller (20) connected to the electrical contacts.• Generate an alarm, in case of removal and/or tampering, via the sounder (35) and send the alarm signal to a remote station via the GSM/GPRS module (24).• Activate an emergency call via using the emergency button (36) and the GSM/GPRS module (24).• Detecting a collision (default setting). collision: impact with acceleration greater than 2.5g) through the accelerometer (21) • Generate an alarm, in case of collision, through the sound signal emitter (35); send the crash information to a remote station via the GSM/GPRS module (24) and, in the event of a crash, establish a hands-free call from the external assistance operators via the emergency button (36) and the GSM/GPRS module (24).
    The software installed on the device (1) offers a range of security and fleet management functionality that can be used through an operations center.• On-demand vehicle location and tracking. The peripheral unit can be interrogated over the GSM/GPRS channels to update the GPS position and on-board device condition. • Collision detection. The on-board system detects the collision event through the accelerometer (21).• Automatic emergency call. The system makes an automatic call to the operations center. Information includes data, geographic reference and vehicle type. • Manual emergency call. The system is equipped with an emergency button (36) for the user to make an emergency call.• Rescue dispatch. After carrying out the necessary checks, according to the type of accident, the operations center sends the rescue means (ambulance, fire brigade, tow truck).• Other alarm events. The peripheral unit controls other types of alarms, such as:• Burglary (vehicle movement and/or suspension)• Tampering.• Battery removal. Also in this case, an emergency call is made to the operations center, including information about the vehicle's position.• Reports and trip history. The individual trip performed by the vehicle is recorded (trigger on and trigger on). The position is sampled every 2 seconds and the position history is sent at a configurable frequency, at least every 7 minutes. Each sample includes latitude, longitude, speed and date. Through the owner's coding system, the traffic generated for the transmission of said data does not exceed 300 Kb per month, assuming an average vehicle use of approximately 2 hours per day.
    Referring to Figure 3, the microprocessor (20) comprises a sampler (200) and a comparator (201). The sampler (200) records samples from the accelerometer (21) at a frequency between 800 to 1200 Hz. The samples of accelerations (A) detected by the accelerometer (21) are processed by the microprocessor (20) which is responsible for identifying accelerations/ sudden decelerations performed by the driver that are indicative of improper driving and very sudden accelerations and decelerations performed by the vehicle and indicative of a collision.
    During the installation of the device (1), a rotation matrix is automatically determined to pass from the accelerometer reference system (21) to the vehicle reference system. The rotation matrix is needed to project the acceleration measurements from the accelerometer's reference system (Xa Ya Za) to the vehicle's reference system (XYZ), assuming that, in the vehicle's reference system, the geometric axis X corresponds to the direction path and the Y geometry axis is orthogonal and coplanar to the X geometry axis. The accelerometer (21) detects an acceleration vector va(x,y,z) in three geometry axes in the XaYaZa reference system. The vector va is projected onto the vehicle's XYZ reference system, obtaining a vector vv(x,y,z). The X component of the vector vv represents the instantaneous acceleration recorded along the vehicle's direction of travel and is useful for evaluating sudden acceleration and braking. Acceleration is detected if the X component of vector vv is positive, while deceleration is detected if the (X) component of vv is negative. In order to identify a collision, the system takes into account the magnitude of the vector vv. The two elements, that is, the x component of vv and the modulus of vV1, are sent to the comparator (201). The X component is compared to threshold values S1, S2 and the modulus of vv is compared to the threshold value S3. The first threshold value (S1) indicates sudden acceleration and is set to approximately % g. The second threshold value (S2) indicates a sudden deceleration and is set at approximately -% g. The third threshold value (S3) indicates a very sudden acceleration/deceleration, indicative of a possible collision and is set at approximately 2 g.
    If the X component of vv is greater than the first threshold value (S1), the comparator (201) sends a signal (A) indicative of the sudden acceleration to the memory (34). If the X component of vv is less than the second threshold value (S2), the comparator (201) sends a signal (D) indicative of the sudden deceleration to the memory (34). If the magnitude of vector vv is greater than the third threshold value (S3), the comparator (201) sends a signal (I) indicative of a collision to the memory (34).
    If the comparator (201) detects that the magnitude of vector vv exceeds the third threshold value (S3), the microcontroller (20) records the entire data set of sampled accelerations in memory (34) in a range comprised between 10 seconds before and 3 seconds after the instant at which the threshold value is exceeded. Then, the microcontroller (20) locally registers the event in memory (34), identifying it as a collision event (1).
    The sudden acceleration values (A), sudden deceleration values (B) and knock event (!) are sent to an operations center (300) through the GSM/GPRS module (24).
    The microprocessor (20) records samples from the GPS (22) at a frequency of approximately 1 to 10 Hz. The GPS (22) detects three values: latitude (L), longitude (G) and speed (V) of the vehicle. The samples of latitude (L), longitude (G) and velocity (V) acquired by the GPS (22) are registered in the memory (34) in order to be, successively, sent to the remote operations center (300) through of the GSM/GPRS module (24).
    If the GPS signal is not available, the vehicle speed (V) is detected by the information retrieval device (103) of the vehicle control unit and sent to the memory (34) of the device through the Bluetooth modules (102). , 9).
    At programmable intervals or upon request from the remote operations center (300), the device (1) sends the acquired data to the operations center (300) through the GSM/GPRS module (24). The remote operations center (300) receives the data from the device (1) and registers it in a database in order to make it available for calculations of the risk indicator associated with the driving style of the vehicle driver. The calculation of the risk indicator is done at regular intervals, when the operations center (300) has collected a relevant amount of data.
    Referring to Figure 4, in the operations center (300), the latitude (L) and longitude (G) detected by the GPS (22) are projected in digital mapping through a map matching algorithm. In this way, it is possible to eliminate errors generated by the GPS and reconstruct the vehicle's path so that it exactly follows the real road map extracted from the digital mapping.
    The GPS data projected into the mapping, vehicle speed (V) detected by the GPS or vehicle control unit, sudden accelerations and decelerations (A, D) and collision events (I) detected by the accelerometer are used to obtain parameters indicative of the driving style of the vehicle driver.
    Accelerations (A) and decelerations (D) are counted in order to obtain a number (Nii), and also accidents (I) are counted in order to obtain a number of accidents (Nxiv).
    The following information is obtained from the latitude (L) and longitude (G) detected by the GPS (22) and projected in the mapping, following the vehicle's path in the mapping: the total kilometers traveled by the vehicle and kilometers traveled by the vehicle in different types of roads such as highways, suburban roads, urban roads, one-way streets, two-way streets. Vehicle traffic information is also obtained, ie the number of times the vehicle passes through a junction or around a roundabout.
    The latitude (L), longitude (G) and speed (V) detected by the multiple devices (1) installed on vehicles in circulation are used by the central operations system (300) to calculate, for each road section of the digital mapping , an average speed (MV), that is, the speed maintained by most users on the specific section of road. Successively, by comparing the speed values (V) detected by the GPS (22) or by the information retrieval device (103) with the average speed (VM) in the section of the road where the vehicle is traveling, information is obtained about the number of times the speed is exceeded by the individual driver (individual user's speed deviation from the average behavior).
    Furthermore, by combining the speed values (V) detected by the GPS (22) or the information retrieval device (103) with the roads traveled by the vehicle detected from the mapping, information is obtained on the average speed in various types. roads, such as highways, suburban roads, and urban roads.
    The following parameters are calculated by the operations center software program (300): i. Total number of kilometers traveledii. Number of sudden accelerations (A) and/or decelerations (D)/total kilometersiii. Number of times the speed is exceeded iv. Kilometers traveled on highways/total kilometers v. Kilometers traveled on suburban roads/total kilometersvi. Kilometers traveled on urban roads/total kilometersvii. Number of transits at junction/kilometers traveledviii. Number of transits in roundabouts/kilometers traveled ix. Kilometers traveled on one-way roads / total kilometers x. Kilometers traveled on two-way roads / total kilometersxi. Average speed on highwaysxii. Average speed on suburban roadsxiii. Average speed on urban roadsxiv. Number of accidents (I)
    These parameters (Ti.. ,Txiv) represent the terms of a type polynomial P = KiT, + K2TÜ +...K14TXÍV. The result of the polynomial is a value representative of the driver's driving style.
    The coefficients (K1...K14) are determined, according to an analysis, to be performed on a significant sample of user tests, with the set of behavior known in advance. For example, a model calibration campaign can be planned, with any typologies of different users traveling for a week: the first subset of users adopting very cautious driving behavior, the second subset adopting normal behavior, and the third subset adopting a risky behavior.
    Consequently, it will be possible to collect three homogeneous subsets of data and then calculate the representative driving style value (P) for three different risk classes (cautious, normal, risky).
    Therefore, the determination of K coefficients is the one in which these coefficients linearly or polynomially interpolate the immediate behaviors of users and the polynomial provides a number between 0 and 10 representing the user's risk P = 0 (low risk); P = 10 (high risk).
    权利要求:
    Claims (8)
    [0001]
    1. Method of characterizing the driving style (P) of a vehicle driver CHARACTERIZED by the fact that it comprises the following steps: a) detection of acceleration (X, vv) of the vehicle by means of an accelerometer (21), b) comparison of said acceleration (X, vv) with previously established threshold values (S1, S2, S3) to detect sudden accelerations/decelerations (A, D) indicative of improper steering and very sudden accelerations/decelerations (I) indicative of an accident, c) detection of values of latitude (L), longitude (G) and speed (V) of the vehicle by means of a GPS module (22), d) storage of said sudden accelerations/decelerations (A, D) and accelerations/ very sudden decelerations (I) and said values of latitude (L), longitude (G) and speed (V) of the vehicle in a memory (34), and) transmission of said values (A, D, I, L, G, V) stored in the memory (34) to a remote operations center (300) by means of a GSM/GPRS module (24), in which the remote center of the operations (300) calculates information on the number of sudden accelerations/decelerations (Tii) and number of accidents (Txiv) and also performs the following steps (f, g, h): f) projection of latitude (L) and longitude values (G) detected by the GPS (22) in the digital mapping in such a way that, by following the vehicle's route on the map, the information is obtained:- total kilometers traveled by the vehicle (Ti),- Kilometers traveled by the vehicle in different types (Tiv, Tv, Tvi, Tix, Tx), - vehicle transits through a junction or around a roundabout (Tvii, Tviii)g) comparison of speed values (V) detected by GPS (22) to average speed values (MV) calculated as the average speed of vehicles on the specific road section in order to obtain information (Tiii) on the number of times the speed is exceeded by the driver, h) combination of speed values (V) detected by the GPS (22) with the roads traveled by the vehicle detected from the mapping in order to obtain information (Txi, Txii, Txiii) about the average speed in several types of roads,i) generation of a polynomial (P) with the values of the information (Ti - Txiv) obtained in the steps (and , f, g, h) which represents the characterization of the driving style of the vehicle driver.
    [0002]
    2. Method according to claim 1, CHARACTERIZED by the fact that if the GPS signal is not available to the GPS module (22), the vehicle speed (V) is detected by an information retrieval device (103) connected to the vehicle's control unit and sent to the device's memory (34) via Bluetooth modules (102, 9).
    [0003]
    3. Method, according to any one of the preceding claims, CHARACTERIZED by the fact that said threshold values (2) comprise: - a first threshold value (S1) indicative of a sudden acceleration, - a second threshold value (S2) indicative a sudden deceleration, and- a third threshold value (S3) indicative of a very sudden acceleration/deceleration that occurs in an accident.
    [0004]
    4. Method, according to claim 3, CHARACTERIZED by the fact that said accelerometer (21) detects an acceleration vector va (x,y,z) in its reference system along three geometric axes that are converted, by means of rotation, in an accelerator vector vv(x,y,z) in the vehicle's reference system, where the component (X) of the vector (vv), corresponds to the measure of the instantaneous acceleration in the vehicle's direction of travel and is compared to the first threshold value (S1) and the second threshold value (S2) to respectively detect sudden accelerations (A) and sudden decelerations (D) and wherein the magnitude of the vector (vv) is compared to said third threshold value ( S3) to detect very sudden accelerations/decelerations (I) indicative of an accident.
    [0005]
    5. Method, according to claim 4, CHARACTERIZED by the fact that, when the magnitude of the vector (vv) exceeds the third threshold value (S3), all accelerations/decelerations (A, D), sampled in an interval of time that comprises the instant in which the third threshold value (S3) is exceeded, are recorded in the memory (34).
    [0006]
    6. Method, according to claim 5, CHARACTERIZED by the fact that said sampling interval of accelerations/decelerations (A, D) is comprised between 10 seconds before and 3 seconds after the instant that the third threshold value (S3) is exceeded.
    [0007]
    7. Method, according to any one of claims 3 to 6, CHARACTERIZED by the fact that said first threshold value (S1) is equal to 1/2 g, and said second threshold value (S2) is equal to - 1/2 g and said third threshold value (S3) is equal to 2 g.
    [0008]
    8. Method, according to any one of the preceding claims, CHARACTERIZED by the fact that the accelerometer (21) is sampled with a frequency between 800 to 1,200 Hz and said GPS module (22) is sampled with a frequency between 1 and 10 Hz.
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    法律状态:
    2013-10-01| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|
    2018-12-11| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-05-05| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-12-14| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2022-01-18| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 17/07/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    ITAN2011A000017A|IT1403839B1|2011-02-09|2011-02-09|SAFETY DEVICE FOR VEHICLE.|
    EP12154654.3|2012-02-09|
    EP12154654A|EP2487659B1|2011-02-09|2012-02-09|A system for characterizing the driving style of vehicle drivers|
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