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    • 专利摘要:
    motor vehicle driving style assessment aimed at fuel economy. The present invention relates to a driving style evaluation system (1) for a motor vehicle (2), configured to receive and process data related to the motor vehicle and data related to the motor vehicle mission to compute an index. of driving style assessment (osei) indicative of the driving style of a motor vehicle driver during a motor vehicle mission in relation to a motor vehicle fuel consumption, based on the following summary index: fuel economy (fei), which is indicative of the driving style of the motor vehicle driver from a fuel economy perspective, and is computed based on the summary pre-indices computed based on the respective partial indices, by its time, computed based on a combination of the following physical quantities that affect motor vehicle fuel consumption: time interval, ending in a motor vehicle stop, during which the reduction the motor vehicle speed is mainly due to a combination of an accelerator pedal release and a downshift, possibly with an operation of at least one motor vehicle braking system only during the final part of the maneuver; motor speed and torque fluctuations at predefined time intervals; time elapsed between releasing the accelerator pedal and operating at least one motor vehicle braking system; time during which at least one motor vehicle braking system is operated; amount of energy dissipated by at least one motor vehicle braking system; engine power and instantaneous fuel consumption in different gears; and time interval between two consecutive gear changes; and wherein the pre-summary and partial indices are weighted by means of their respective dynamic weighting coefficients, each of which is computed based on a respective weight-independent motor vehicle mission, which is indicative of the influence that quantities have. based on which fuel economy index (fei) is computed have on the total fuel consumption reduction, and based on a respective benefit-dependent motor vehicle mission, which represents an assessment of the benefit that the index of fuel economy (fei) provides in the assessment of driving style during the motor vehicle mission.
    公开号:BR112013032339B1
    申请号:R112013032339-6
    申请日:2012-11-16
    公开日:2021-06-01
    发明作者:Domenico Gostoli；Stefano Salio；Claudio Ricci；Silvio Data；Maurizio Miglietta；Mario Gambera；Andrea Secondi
    申请人:C.R.F. Società Consortile Per Azioni；Iveco S.P.A；
    IPC主号:
    专利说明:

    Field of Invention Technique
    [001] The present invention relates to an assessment of motor vehicle driving style, in particular, for a road vehicle used to transport people, such as a passenger car car, a bus, a passenger car. camp, etc., or goods such as an industrial vehicle (truck, articulated hauler, articulated vehicle, etc.) or a light or medium weight commercial vehicle (van, covered body van, cabin truck, etc.), it is intended in general for an efficient use of fuel energy and, in particular, for fuel economy. State of the Art
    [002] Growing public awareness of climate change, and the introduction of legislation on CO2 emissions from passenger cars and commercial vehicles in many countries, is leading original equipment manufacturers (OEMs) and suppliers to improve vehicle efficiency through of sophisticated and costly systems and components.
    [003] Unfortunately, even the most efficient vehicle will produce large amounts of CO2 if it is used by "aggressive drivers" and/or in unfavorable traffic conditions. As such, measures or technologies that assess driver behavior and inform the driver of the most efficient route are able to offer considerable improvements in fuel consumption and reductions in CO2 emissions.
    [004] This means that improved navigation systems (eco-navigation) are expected, systems that allow motor vehicles to communicate with other vehicles and/or dedicated infrastructure, and systems that suggest the most effective way of driving (eco- driving) for all, play an important role in the future of emission reduction, due to the favorable cost-benefit ratio associated with them.
    [005] In 2008, a system to assess the driving behavior of the driver of a road vehicle was launched on the market, under the name eco: Drive™, with the objective of reducing fuel consumption and CO2 emissions; this is an integrated driver behavior analysis technology developed to facilitate environmentally conscious driver behavior. eco:Drive™ allows consumers to collect telemetric driving data from their in-vehicle computers via a dashboard USB port. This data is then analyzed by a personal computer software application that uses algorithms developed to provide personalized feedback on how to change driving style to achieve maximum fuel efficiency from the motor vehicle. By following the avid eco:Drive™, the customer is able to quantify the improvements in fuel consumption and CO2 emissions that arise from a change in driving style. In particular, the eco: Drive™ software application assesses the driver's driving behavior, analyzes four categories of driving behavior: gear use, acceleration (accelerator pedal use), deceleration (brake pedal use and driving mode). engine fuel cut) and speed pattern.
    [006] The driving data extracted from the in-vehicle computers is then stored on an original equipment manufacturer's web server which has the eco:Drive™ system and allows the latter to perform extensive statistical analysis of trip duration, length , average vehicle speed, average engine speed and braking time and many other parameters, as well as monitoring how many drivers actually use their motor vehicles, thus allowing internal test procedures to be verified or changes to be suggested. Actual fuel consumption and CO2 emissions can be tracked for individual (anonymous) users, which allows savings that are achieved to be identified by following the warning from the eco software application: Drive™.
    [007] DE 4428311 A1 describes a driving evaluation system for a motor vehicle, configured to receive and process data relating to the motor vehicle and data relating to vehicular mission to compute a Driving Style Rating Index indicative of the style of driving a motor vehicle driver during a motor vehicle mission from a motor vehicle fuel consumption standpoint, based on a summary index that is computed based on pre-summary indexes and where the pre-summary index summary is weighted by means of respective dynamic weighing coefficients, each of which is computed based on a respective independent motor vehicle mission weight, which is indicative of the influence of physical quantities (variables), based on which the Fuel Economy is computed, have on overall fuel consumption reduction, and based on a respective vehicle mission dependent benefit. motor vehicle, which represents an assessment of the benefit that the Fuel Economy Index provides in assessing driving style during a motor vehicle mission.
    [008] EP 2320387 A1 describes a method for evaluating the fuel consumption efficiency of a vehicle driven by a driver. The method comprises the steps of collecting data associated with the driver's driving performance from a plurality of sensors comprised in the vehicle, identifying a plurality of driving events based on the collected data, estimating the driver's performance in at least one driving event. driving between the identified plurality of driving events, in which at least one event if poorly performed is associated with increased fuel consumption, and based on the estimated driver performance of at least one driving event, assess a fuel consumption efficiency of the vehicle driven by the driver.
    [009] The document US 2005/288850 A1 describes a driving assessment method for evaluating a fuel consumption rate of driving a vehicle in a given driving range based on driving data acquired at the time of driving in the driving range . The method comprises calculating an energy consumption efficiency in the driving range, calculating a variable driving environment indicative of an environmental fact that exerts an influence on energy consumption through driving in the driving range, selecting a probability density function or a cumulative distribution function that corresponds to the variable calculated driving environment from a plurality of probability density functions or cumulative distribution functions that have the energy consumption efficiency as a variable probability, and calculate an evaluation value for evaluate a driving fuel consumption rate in the driving range by using the selected probability density function or the selected cumulative distribution function and the calculated energy consumption efficiency. Invention Summary
    [0010] The aim of the present invention is to provide a motor vehicle driving style assessment system that further enhances the already widely assessed functionality of the eco system: Drive™.
    [0011] According to the present invention, a motor vehicle driving style assessment system is provided, as defined in the appended claims. Brief Description of Drawings - Figure 1 shows a block diagram of a system of motor vehicle driving style evaluation according to the present invention;- figure 2 shows a functional block diagram of a motor vehicle driving style evaluation software;- figures 3-4 and 6- 10 show graphs of the variables involved in motor vehicle driving style assessment; figure 5 shows a functional block diagram of a mathematical simulation model through which it is possible to compute a natural motor vehicle deceleration curve; and - Figure 11 shows a functional block diagram of a simplified motor vehicle mathematical model that allows the difference between an effective motor vehicle fuel consumption and a nominal motor vehicle fuel consumption to be quantified.Detailed Description of the Preferred Modalities of the Invention
    [0012] The present invention will now be described in detail with reference to the attached figures to enable a person skilled in the field to incorporate and use the same. Various modifications in the described embodiments will be immediately obvious to those skilled in the field, and the generic principles described herein can be applied to other embodiments and applications without departing from the scope of protection of the present invention, as defined in the appended claims. Therefore, the present invention should not be considered limited to the modalities described and illustrated in this document, however, it can be granted the broader scope of protection consistent with the characteristics described and claimed in this document.
    [0013] A motor vehicle driving style rating system, in particular a road vehicle, according to the present invention, is shown in figure 1 and indicated as a whole by reference numeral 1. The rating system of driving style 1 basically comprises: an electronic equipment in vehicle 3, suitable to be mounted in each of the motor vehicles 2 for which a service has been registered to assess the driving styles of the respective drivers, to carry out an evaluation " integrated" of the driving style of the motor vehicle driver, and comprising:- a data logger 4 capable of interfacing with the Controller Area Network (CAN) 5 of the motor vehicle 2 to download and store data from motor vehicle mission 2 required for the assessment of the motor vehicle driver's driving style, sampling the various channels of the CAN network at a timely sampling frequency, for example, at least 1 Hz ;- a data processing device 6 capable of interfacing with the data logger 4 to acquire and process the mission data collected by the data logger 4 in order to analyze the mission of the motor vehicle 2 and evaluate the style of driving the motor vehicle driver; and - a radio transmitting device 7 capable of interfacing with the data logger 4 to acquire the mission data collected by the latter and transmit them via radio; and - a ground station 8 designed to cooperate with the electronic equipment in vehicle 3, for which a service has been enrolled to assess the driving styles of the drivers of the respective motor vehicles, to carry out a "non-integrated" assessment of the driving style of the driver of the motor vehicle, and comprising:- a radio receiver device 9 capable of receiving the mission data (time history) transmitted via radio by the radio transmitting devices 7 of the electronic equipment in the vehicle 3 ; and - a data processing server 10 capable of interfacing with the radio receiver device 9 to acquire and process the mission data received by the latter in a manner similar to that performed by the data processing device 6. In particular, the register Data 4 is configured to acquire and record the following motor vehicle mission data from the CAN network: - Speed; - Fuel consumption; - Gear engaged; - Left and right front wheel speed; - Basic brake activation , consisting of common front and rear disc brakes, controlled by the brake pedal; - Activation of auxiliary braking devices, consisting of the engine brake and retarder; - Activation of windshield wipers; - External air temperature; - Accelerator pedal position; - Gear engaged; - Engine friction torque; - Engine torque; - Retarder lever position; - Cruise control activation; - Motor vehicle mass; e- Number of satellites connected to the Global Positioning System (GPS) satellite, Vertical Dilution of Points, Horizontal Dilution of Points, Latitude and Longitude.
    [0014] The mission data downloaded by the data logger 4 must be formatted so that it can be read by the data processing device 6 for subsequent analysis of the mission and driving style.
    [0015] The data processing device 6 and the data processing server 10 are designed to store and run the driving style assessment software, and comprise a section dedicated to the correct reading of mission data, respectively recorded in the recorder data 4 and received via radio from the radio receiver device 9, and a section dedicated to its processing to analyze, in each motor vehicle, the motor vehicle mission and evaluate the driving style of the motor vehicle driver and, in particular, provide the following information: - Summaries on the motor vehicle's mission from engine start until it is subsequently stopped; e- Summaries on the motor vehicle's mission from the moment the integrated computer was rebooted by the driver.
    [0016] In addition, the driving style assessment software run by the data processing device 6 is additionally designed to also provide:
    [0017] Classifications on individual events consisting of specific maneuvers performed by the motor vehicle driver: when an event is recognized from a series of events covered, they are processed and the performed maneuver is classified, providing the driver with a designated classification fuel economy, as described in more detail below.
    [0018] In addition, the data processing server 10 is programmed to store the mission data collected from the electronic equipment in the vehicle 3 in a timely orderly manner, together with the results of the data processing performed by the evaluation software. driving style of motor vehicle in order to allow direct consultation from a remote position.
    [0019] For both the integrated application and the non-integrated application, the driving style assessment software needs to receive the following engine and motor vehicle data data: - Engine fuel map; - Engine friction map; - Engine idling and related fuel consumption; - Engine over-acceleration speed; - Engine, Gearbox, Driveline and Wheel Inertia; - Deceleration; - Gear ratios and efficiency; - Tire sizes; e- Motor Vehicle Track.
    [0020] Figure 2 shows a functional block diagram of the various types of processing performed by the driving style assessment software in relation to fuel consumption or an indicative amount of this, for example, the CO2 emissions of the motor vehicle. Essentially, driving style is assessed using an index, later referred to in this document as the DSEI Driving Style Assessment index, which is computed on the basis of the following summary index:1. FEI Fuel Economy Index, which is indicative of the motor vehicle driver's driving style from a fuel economy perspective; and optionally based on one or both of the following supplemental summary indices:2. ABUI Auxiliary Brake Usage Index, which is indicative of the use of auxiliary braking systems, that is, the motor brake and the retarder, when compared to the basic brake; e3. DoDI Difficulty Index Grade, which is indicative of total motor vehicle mission difficulty.
    [0021] In particular, the Driving Style Rating Index DSEI is computed as a linear combination of the three summary indices mentioned above according to a relationship of the type: DSEI = CQ • FEI + Ci • ABUT + C2 • DoDI where the three coefficients c0, C1 and c2 representing the weights of the summary indices, are computed through a statistical analysis, and are indicative of the influence on which the variables based on which summary indices are computed have a reduction in total fuel consumption .
    [0022] In particular, due to the fact that driving style is evaluated from the perspective of fuel economy, the FEI Fuel Economy Index is clearly the summary index that, among the three summary indices mentioned above, plays the main role, thus resulting in its weight being considerably greater than the weights of the other two summary indices in computing the DSEI Driving Style Rating Index.
    [0023] In addition, the FEI Fuel Economy Index and the DoDI Difficulty Index Grade are computed based on their respective sub-indices, referred to later in this document as summary pre-indices, which, in turn, are computed on the basis of the respective sub-indices, referred to later in this document as partial indices, which are finally computed on the basis of well-defined variables.
    [0024] In addition, the pre-summary and partial indices that refer to the FEI Fuel Economy Index are weighted by means of the respective dynamic weighting coefficients, each of which is computed based on a respective weight, which is indicative of the influence that the variables based on which respective index is computed have the reduction in total fuel consumption and, also, based on a respective benefit, which represents an evaluation of the benefit that the respective index provides in the assessment of driving style during the motor vehicle mission, that is, the positive effect that the variables represented by the index have on the reduction of fuel consumption.
    [0025] Furthermore, the pre-summary and partial indices that refer to the FEI Fuel Economy Index have a different importance depending on the motor vehicle mission, thus resulting in the corresponding weighting being dynamic, in the sense that although the respective weights are mission-independent and therefore constant as the mission changes, and are stored in the form of a table, the corresponding benefits are instead mission-dependent and therefore vary with measure. that the mission changes, and are computed in real time. Thus, the importance of each pre-summary and partial index in a given mission depends on a constant part (the weight) and a variable part (the benefit) and its product, consequently, provides the variability in the weighting of (sub -) different contents.
    [0026] For example, if the motor vehicle is traveling along a stretch of a highway characterized, as is known, by long distances and generally high and constant speeds in high gear, the benefit associated with using the gearbox will be very low. Assuming that the motor vehicle driver wrongly shifts gears, in a local way, for example, because a lane narrowing is encountered, the assigned score will be "weighted" by the benefit, low in the considered example and therefore not overly negative. Vice versa, in urban driving, as known, characterized by numerous stops and starts ("Stop & Go"), the incorrect use of the gearbox will be penalized by the benefit, high in the example considered, because in this context, the event is important from from the point of view of reducing fuel consumption.
    [0027] Unlike the FEI Fuel Economy Index, the pre-summary and partial indices that refer to the DoDI Difficulty Index Grade are instead weighted using their respective static weighting coefficients, which are computed solely based on the respective weights, which are constant as the motor vehicle mission changes and, therefore, do not take into account the respective benefits, thus resulting in the weighting of these pre-summary and partial indices not being dynamic, however, static.
    [0028] The indexes listed above are computed based on the variables measured and/or computed during motor vehicle missions through a process of transforming the variables into indexes that comprise the following steps: - Conduct very extensive test campaigns with specialized and non-specialized drivers in various vehicle/mission/driving style conditions, requiring experienced drivers to emulate both good driving and poor driving from the point of view of fuel consumption; - Measurement and/or computation of variables in all motor vehicle missions and use of appropriate statistical techniques to identify the most significant variables which then become the selected objective variables that are considered the most suitable to present the aspect under consideration; - The analysis of the ranges of variation of the objective variables selected as a function of the characteristics of the motor vehicle, eg mass, p presence of a trailer, etc., and the motor vehicle's mission performed, eg average speed when in motion, percentage of time when stationary, altimetric changes, etc.; e- The definition, within the respective ranges of variation, of the good values and bad values for the selected objective variable, to which the maximum benefits and minimum benefits are respectively made to correspond. As indicated in the previous point, it should be noted that the good and bad values for a selected objective variable are not fixed, but a function of the characteristics of the motor vehicle and the mission performed.
    [0029] The computation of each of the indices listed above and the associated weights and benefits is described in more detail below.1. Fuel Economy Index (FEI)
    [0030] This summary index is computed as a linear combination of the following two summary pre-indices:- a Preventive Driving Index (PDI), and- a Speed Change Index (GSI), according to a ratio of the following type: FEI = k0 • PDI + kx • GSI where each of the two coefficients k0 and k1 is equal to the product of w weight and benefit b associated with the respective summary pre-index, ie: kt = Wi • bi
    [0031] In particular, the benefits associated with the two PDI and GSI pre-summary indexes are determined through statistical analysis based on the frequency of occurrence of significant events in the mission under evaluation in relation to the missions used to tune the pre-summary indexes , that is, high benefit if the event occurs relatively frequently and low benefit if the event is rare. The weights associated with the two summary pre-indices PDI and GSI are instead determined by statistical analysis that refers to the importance of the analyzed parameter in reducing overall fuel consumption. These two summary pre-indexes are determined as described below.1.1. Preventive Driving Index (PDI)
    [0032] This summary pre-index provides information on the actions taken by the driver in order to obtain a preventive driving style and, consequently, reduce fuel consumption, and is computed as a linear combination of the following partial indices:- an Acceleration Style Index (ASI), - a Brake Pedal Delay Index (DGBI), - a Braking Frequency Index (BFI), - an Energy Spent Braking Index (BWEI), and - an Index of Stop Approach (SAI), according to a relationship of the type: PDI = k2 • ASI + k3 • DGBI + k4 • BFI + k5 • BWEI + k6 • SAI
    [0033] These partial indices are computed as described below. 1.1.1. Acceleration Style Index (ASI)
    [0034] This partial index is intended to reward the driver's ability to maintain a continuous acceleration-free driving style and reduce speed on typically suburban and highway stretches. The road sections driven along with fluctuations in engine speed and torque reward the driving style of the motor vehicle driver.
    [0035] This index is computed in mission points where:
    [0036] There was no gear change for a certain time interval, for example, several seconds or a few tens of seconds, or, from another perspective, the gear currently engaged remained in gear for this time interval; and cruise control is not active. In particular, at each of the points that satisfy these requirements, the difference in fuel consumption is computed between the fuel consumption computed based on the mission's instantaneous engine torque and engine speed values and the fuel consumption computed with based on the average value of motor speed and torque available over a time interval of specific duration, for example, a few tens of seconds, centered on the considered point (filtered values).
    [0037] Thus, the computed difference represents the fuel economy, expressed in [L/km], computed with reference to the valid stretches of road or, preferably, those where the change of speed is sufficiently rare, which is normalized in relation to the mass of the motor vehicle (acquired from CAN and stored in data logger 4) and the average speed of the motor vehicle as it travels, thus giving rise to the ASI Acceleration Style Index.
    [0038] The coefficient k2 associated with this partial index is equal to the product of a respective benefit, which is computed based on the percentage of the distance traveled by the motor vehicle during the mission in which the fuel economy is computed, and a respective weight which, instead, is determined by the statistical analysis that refers to the importance of this partial index in the total reduction of fuel consumption.1.1.2. Brake Pedal Delay Index (DGBI)
    [0039] This partial index provides information on the correct operation of the accelerator pedal before operating any of the motor vehicle's braking devices, in order to correctly explore the fuel cut of the motor vehicle's internal combustion engine in the phases of motor vehicle speed reduction and, consequently, save fuel.
    [0040] In particular, every time the accelerator pedal is released and any one of the braking devices is operated within a calibrable time interval, for example a few seconds, then the delay between the two actions at the primary controls is computed . Small delays are indicative of a driving style that is not very preventive and, therefore, penalized. In this way, a respective Brake Pedal Delay Index is computed for each event, normalizing the individual delay in relation to the motor vehicle mass (acquired from CAN and stored in data logger 4) and the instantaneous vehicle speed when releasing the accelerator pedal.
    [0041] At the end of the mission, the DGBI Brake Pedal Delay Index is computed as the arithmetic mean of the individual event indices.
    [0042] The k3 coefficient associated with this partial index is equal to the product of a respective benefit, which is computed based on the number of delays (between the accelerator pedal release and the operation of any braking device) per kilometer, and one its weight which is instead determined by statistical analysis which refers to the importance of this partial index in the overall reduction of fuel consumption.
    [0043] Therefore, low speeds equate to high benefits, as they are indicative of many braking events. 1.1.3. Braking Frequency Index (BFI)
    [0044] This partial index is computed upon detecting the operation of any of the motor vehicle's braking devices as the percentage of braking time spent in the motor vehicle's mission. This percentage value is then normalized to the average speed of the motor vehicle as it travels.
    [0045] The k4 coefficient associated with this partial index is equal to the product of a respective benefit, which is defined as the variance of the normalized percentage value in relation to the good and bad values for the index, and a respective weight that, rather, it is determined by statistical analysis that refers to the importance of this partial index in reducing overall fuel consumption.
    [0046] The quantification of this variance is graphically illustrated in Figure 3; in other words, it is performed based on the position assumed by the partial index in a plane defined by the above mentioned average speed of the moving motor vehicle and the percentage of braking time spent in the motor vehicle mission, in relation to the good operating line and bad of the braking devices, respectively defined by corresponding sets of good and bad values for the Brake Frequency Index BFI.1.1.4. Brake Energy Spent Index (BWEI)
    [0047] This partial index quantifies the percentage of energy dissipated in any of the motor vehicle's braking devices in relation to the total energy of the mission.
    [0048] Determined EnA as the energy associated with the mission and computed based on the motor torque and motor speed data stored in data logger 4, and dEC as the energy dissipated in braking, which comprises the kinetic energy, the energy gravitational potential and the power lost in deceleration during each braking event, this index is computed using the following formula:
    [0049] This value is then normalized in relation to:- mass of the motor vehicle (stored in data logger 4); e- average speed of the motor vehicle, when in motion, during the mission.
    [0050] The k5 coefficient associated with this partial index is equal to the product of a respective benefit, which is defined as a variance of the partial index in relation to the good and bad values for this partial index, and a respective weight that instead , is determined through a statistical analysis that refers to the importance of the analyzed index in the total reduction of fuel consumption. The quantification of variance mentioned above is graphically illustrated in figure 4; in other words, based on the position taken by the partial index in a plane defined by the average speed of the motor vehicle, when in motion, and through the normalized values of the partial index, in relation to a good line and a bad operation line , defined by corresponding sets of good and bad values for this partial index.1.1.5. Stop Approach Index (SAI)
    [0051] This partial index is intended to penalize an approach to stopping the motor vehicle performed in a manner incompatible with fuel economy.
    [0052] In fact, if the motor vehicle is about to stop because it is forced by traffic or road conditions, or through the driver's choice or need, the most convenient way for fuel-saving purposes is to combine the release of the accelerator pedal (engine cut) with upshifting, using a lower ratio compatible with engine speed reduction (engine deceleration) and using only one of the motor vehicle braking devices in the last part of the maneuver. On the other hand, a driver who, although having to stop the motor vehicle, keeps the accelerator pressed until almost above the stopping point, must necessarily brake hard, thus having a stopping approach incompatible with fuel economy.
    [0053] Therefore, this partial index assumes a high value in the case where the driver widely uses the first stop approach mode and, otherwise, a low value.
    [0054] More deeply, the computation of this partial index is based on the natural (spontaneous) deceleration curve of the motor vehicle, which, starting from the maximum speed that the motor vehicle can reach, defines the reduction in speed against the time, in the case where the driver leaves the engine in fuel cut mode and shifts into the highest gear allowed at the current engine speed.
    [0055] This curve is stored in the electronic control unit of the motor vehicle and is obtained through a simulation performed in a computer model that has the structure shown in figure 5.
    [0056] An example of a natural motor vehicle deceleration curve is provided in the graphs shown in figures 6a and 6b.
    [0057] The computation of this partial index based on this curve is performed every time the motor vehicle stops (the motor vehicle speed, provided by the CAN network, falls below a very low limit). As shown in figure 7, starting from the condition of the stationary motor vehicle ("Tc"), the curve referring to the distance actually covered to reach the stop is used "backward" to identify the point indicated in figure 7 as "Cut 2". In particular, starting from "Tc", all intersection points between the curve representing the distance actually covered and the curve representing the distance covered in deceleration (making the second curve pass over the first) are determined: o "Cut 2" point is then defined as the point beyond which the space to stop on deceleration is less than the space actually traversed. If this exists, the motor vehicle may have covered the stretch of road between the "Cut 2" point and the "Tc" point in fuel cut mode. Correspondingly to this, a time interval is defined in which the motor vehicle may have moved in fuel cut off mode.
    [0058] In the example shown in Figure 7, the fuel economy FSes that can be achieved is:

    [0059] Since this refers to a single motor vehicle stop during the mission, the fuel economy computed in accordance with the formula indicated above will hereinafter be identified by the term "single fuel economy event".
    [0060] The "Cut 2" point is searched backwards for a maximum gap, called "Gap Gap", which depends on the speed of the motor vehicle; this then has a corresponding "Advance Time" as shown in figures 8a and 8b. If the “Cut 2” point does not exist, then a distance equal to the Lead Space is considered as the distance that can be covered in fuel cut mode.
    [0061] The single FSes fuel economy event is computed for each recognized stop, with reference to "Cut 2", except in cases where:- during the stop approach and for a distance that does not exceed the "Advanced Space" , the motor vehicle finds a curve with a radius below a certain value, and this situation is detected based on the yaw speed, as further explained in detail: in this case, the search "forward" for the point "Cut 2" is interrupted when a curve with the characteristics mentioned above is found as the driver's visibility is impaired by the curvature of the road; in this case, the time interval considered in the computation is that between stopping and identifying the presence of the curve ; e- a distance equal to the "Advance Space" is shifted backwards: in this case, the search for the "Cut 2" point is interrupted and the time considered valid for the computation is the corresponding "Advance Time".
    [0062] Therefore, given T* as the initial time for fuel economy integration according to the formula indicated above, this may be the time that corresponds to the "Cut 2" point, or the time that corresponds to the encounter of the presence of a curve with the characteristics mentioned above or the Lead Time.
    [0063] The computed fuel economy for the entire motor vehicle mission is determined by:
    where “i” indicates the stretches of road where the motor vehicle makes a stop during the mission.
    [0064] The SAI Stop Approach Index is based on the computed fuel economy for the entire motor vehicle mission, which is timely calibrated to take into account a road-related corrective factor and is normalized for the time interval across the which computation of fuel economy was performed.
    [0065] In detail, the SAI Stopping Approach Index is computed from the
    as follows: where the term benefit represents the benefit of the i'th stop, defined as the distance from the point on the plane in Figure 9 representing the i'th stop, a point where, as established, represents the fuel economy associated with i'th stop in relation to the experimentally adjusted good and bad lines, which represent the good and bad values of fuel economy: the closer the point representing the i'th stop is to the good line, the greater is its benefit.
    [0066] The k6 coefficient associated with this partial index is equal to the product of a respective benefit, computed as:
    where p_st represents a reference, determined by statistical analysis, to assess the influence of number_stop_app_per_km on the Benefit computation, benefitm represents the average benefit of the mission and the term B0 represents an experimentally determined reference and a respective weight which, instead, is determined by the statistical analysis that refers to the importance of this partial index in the total reduction of fuel consumption.1.2. Speed Change Index (GSI)
    [0067] This summary pre-index provides information on gear shift maneuvers performed by the motor vehicle driver in order to obtain the correct use of gears to reduce fuel consumption, and is computed as a linear combination of the following partial indices:- a Fuel Economy Shift Speed Indicator (GSIFSI), and - an Erroneous Shift Index (EGSI), according to a ratio of the following type: GSI = k7 * GSIFSI + k8 • EGSI
    [0068] These partial indices are computed as described below.1.2.1. Fuel Economy Index Gear Shift Indicator (GSIFSI)
    [0069] This partial index quantifies the fuel economy that can be achieved if the driver has shifted as suggested by a gearshift indicator, which operates according to the logic in which the engagement of the next highest range is suggested when the engine power endowed with the current gear is greater than or equal to the engine power that can be delivered if in the highest gear otherwise holding the suggested current gear.
    [0070] Therefore, to compute this partial index, first, the data referring to gear changes made during the motor vehicle mission are reprocessed, thereby computing new data series (time history) of changes gear and corresponding engine speeds.
    [0071] After this, the fuel consumption that may have been obtained with the suggested gear changes is computed (GSI-compatible fuel consumption).
    [0072] Finally, this partial index is computed based on the difference between the fuel consumption actually obtained (determined from the data provided from the CAN network) and the fuel consumption that may have been obtained with the suggested gear changes .
    [0073] The k7 coefficient associated with this partial index is equal to the product of a respective benefit, which is determined in a manner similar to that associated with the SAI Stopping Approach Index and the BWEI Braking Energy Spent Index, that is, based on the variance of the partial index from sets of good and bad values for this index, and a respective weight which, instead, is determined by means of a statistical analysis that refers to the importance of the analyzed index in the total reduction of consumption of fuel.1.2.2. Erroneous Speed Shift Index (EGSI)
    [0074] The computation of this index is based on the number of erroneous gear changes per 100 km. In particular, every time a gear is changed and within a certain calibratable time interval, for example a few seconds, another gear change is performed, so a counter is incremented.
    [0075] At the end of the motor vehicle mission the counter value is then normalized in relation to a distance of 100 km which also takes into account the number of gear ratios.
    [0076] The k8 coefficient associated with this partial index is equal to the product of a respective benefit, which is determined in a manner similar to that associated with the GSIFSI Fuel Economy Index (Speed Change Indicator) GSIFSI, that is, based in the variance of the index from sets of good and bad values for this partial index, and a respective weight which, instead, is determined by means of a statistical analysis that refers to the importance of the analyzed index in the total reduction of the consumption of fuel.2. Auxiliary Brake Usage Index
    [0077] This summary index provides cumulative information on the correct or otherwise use of motor vehicle auxiliary braking devices from the point of view of basic brake conservation.
    [0078] The acquired CAN network channels are sufficient to discriminate between all brake types: both the use of the brake pedal and the use of the engine brake and retarder are identified by the respective acquired channels on the CAN network bus. It is assumed that under normal driving conditions the correct sequence for using the three types of brake is: Engine brake -> Retarder -> Brake pedal
    [0079] The evaluation algorithm for the use of braking devices is designed to reward the driver in the case where the sequence indicated above is used and then assigns a high score for this sequence and otherwise a low score. .
    [0080] The algorithm works as follows:- indicating as N the number of braking events performed at an initial motor vehicle speed greater than a limit speed V0; - considering the first braking event, if the brake sequence used is different from that indicated above, a NUM counter initialized to zero is incremented by one; - the step defined above is repeated for all N braking events of the mission; auxiliary brake usage index is then computed as follows:
    3. Degree of Difficulty Index (DoDI)
    [0081] This summary index provides indications on the degree of difficulty of the mission addressed by the motor vehicle in order to be able to determine the driving style of the motor vehicle driver based on the route taken. Since the driving style of the motor vehicle driver is assessed in an aggregated manner through the three Summary Indices mentioned above, this provides an assessment of the severity level of the route taken, together with an assessment of the macro condition of the motor vehicle. employee (loading and hauling); in fact, often the inability to implement a driving style that allows for fuel economy is due to the particular difficulty of the route followed and/or the unsatisfactory state of the motor vehicle employed. The greater the difficulty of the quest being addressed, the greater the value of this summary index.
    [0082] This summary index is computed as a linear combination of the following summary pre-indices:- a Mission Severity Index (MSI), and- a Vehicle Load and Drag Index (VLDI), in accordance with a relation of the following type: DoDI = k9 ' MSI + kio • VLDI where the coefficients k9 and k10 represent the weights of the summary pre-indexes determined through statistical analysis that refers to the importance of the summary pre-indexes in the total reduction of the consumption of fuel.3.1 Mission Severity Index (MSI)
    [0083] This summary pre-index provides information on the degree of severity of the route followed by the motor vehicle during the mission, from the point of view of turns and turns, weather conditions, the maintained speed profile and altimetric characteristics . The greater the difficulty of the addressed mission, the higher the Mission Severity Index value.
    [0084] This summary pre-index is computed as a linear combination of the following partial indices: 3.1.1. a Speed Profile Index (SPI),3.1.2. an Altimetry Index (AI), 3.1.3. a Torsional Index (TI), 3.1.4. a Meteorological Index (MI), according to a relationship of the following type: MSI = kn • SPI + kX2 • Al + k13 • TI + k14 • MI where the coefficients k11 to k14 represent the partial index weights determined through the statistical analysis that refers to the importance of partial indexes in the total reduction of fuel consumption.3.1.5. Speed Profile Index (SPI)
    [0085] This partial index discriminates between travel on highways, urban and suburban roads. The closer the distance traveled is to the urban type, the higher the index value.
    [0086] Given V as the average speed of the motor vehicle in motion and %Stopping Time as the percentage of mission time in which the motor vehicle is stationary, this partial index is computed as follows:
    where the other parameters are scalar values, adjusted based on the time history data so that the index has a value between 0 and 100%.3.1.6. Altimetry Index (AI)
    [0087] This partial index is indicative of the altimetric characteristics of the route of the motor vehicle, based on the altimetric data provided by the integrated global positioning system by satellite (GPS) through the CAN network.
    [0088] The more the route followed is characterized by continuous ascents and descents, the higher the index value. In particular: mainly_uphill as the percentage of mission time spent moving up; eups_and_downs as mission time spent moving with irregular altimetric changes and therefore not exclusively all descending or all ascending; the Altimetry Index AI is computed as follows:
    where A, B and C are experimentally defined weighting coefficients. 3.1.7. Torsional Index (TI)
    [0089] This partial index is indicative of the twist and turn characteristics of the motor vehicle route.
    [0090] The more the route followed is characterized by curves with predefined curvature, the higher the index value.
    [0091] The yaw speed is computed starting from the speeds of the wheels on the same axis, provided by the CAN network, using the basic kinematic ratio that links the ground speed to the yaw speed through the motor vehicle track.
    [0092] Based on the yaw speed, the motor vehicle route is then subdivided into:- Straight route; - Route characterized by tight turns (computed radius of curvature less than a limit, for example, 40 m); e- Route characterized by open turns, (computed radius of curvature greater than a limit, eg 300 m).
    [0093] Finally, the Torsion Index TI is computed as the predominance of closed curves over open curves. 3.1.8. Meteorological Index (MI)
    [0094] This partial index is indicative of the weather conditions along the route followed by the motor vehicle, determined by analyzing the average ambient temperature and the percentage of time in which the windshield wipers were operating in relation to the mission time total.
    [0095] The lower the average ambient temperature and the longer the time the windshield wipers were operating, the higher the index value.
    [0096] Starting from the mean ambient temperature TAv and the %WW time percentage of the windshield wiper operation during the motor vehicle mission, the Weather Index MI is computed as follows: Ml = V - e0 • TAV + ei • %wwonde V, e0 and e1 are experimentally determined.3.2 . Vehicle Load and Drag Index (VLDI)
    [0097] This summary pre-index provides the assessment of the macro conditions of the motor vehicle used in the mission from the point of view of load and drag.
    [0098] The higher the load on the motor vehicle and/or the higher the drag, the higher the index value.
    [0099] The index is computed as a linear combination of the following partial indices: - a Vehicle Load Index (VLI), and - a Neutral Resistance Index (CRI), according to a relationship of the following type: where the coefficients k15 and k16 represent the weights of the partial indexes determined through the statistical analysis that refers to the importance of the partial indexes in the total reduction of fuel consumption.3.2.1. Vehicle Load Index (VLI)
    [00100] This partial index provides the assessment of the load conditions on the motor vehicle, in the sense that the higher the integrated load, the more substantial the fuel demand needed to travel. Therefore, the higher the load, the greater the index value.
    [00101] In fact, the mass of the motor vehicle, especially when it is a medium to heavy commercial vehicle, represents a significant distinction between its conditions of use: unloaded, half loaded, fully loaded and possibly overloaded.
    [00102] Therefore, the Vehicle Load Index VLI is computed based on the mass of the motor vehicle, provided by the CAN network, and a timely calibrated table of the type shown in Figure 10, in which the Load Index values of Experimentally determined vehicle VLI are stored as a function of the motor vehicle mass M.3.2.2. Neutral Resistance Index (CRI)
    [00103] This partial index quantifies the difference between the actual fuel consumption of the motor vehicle and the rated fuel consumption of the motor vehicle, using a simplified mathematical model of the motor vehicle (a functional block diagram of this is shown in figure 11) which defines, on the one hand, the relationship between the fuel consumption of the motor vehicle and the energy needed to carry out the mission, and, on the other hand, the motor vehicle speed profile during the mission, the motor vehicle mass and the slope of the road driven during the mission, as a function of drag on the motor vehicle, the engine fuel map and the gear ratios and efficiency of the motor vehicle driveline.
    [00104] In particular: - ΔC as the difference between the actual fuel consumption of the motor vehicle and the fuel consumption of the motor vehicle computed by means of the simplified mathematical model;- ΔE as the difference between the energy measured in the mission of motor vehicle and the energy computed for the same mission by means of the simplified mathematical model;- ΔM as the mean of eC and ΔE; the Dead Point Resistance Index CRI is computed as follows: CRI = h0 + hx • ΔM* 2where h0 and h1 are two scalar fit coefficients adjusted based on time history data.
    权利要求:
    Claims (13)
    [0001]
    1. Driving style evaluation method (1) for a motor vehicle (2), characterized in that it is configured to receive and process data related to the motor vehicle and data related to the motor vehicle mission to compute an Index Driving Style Assessment (DSEI) indicative of the driving style of a motor vehicle driver during a motor vehicle mission from a motor vehicle fuel consumption perspective, the method being characterized as being based on following summary index: Fuel Economy Index (FEI), which is indicative of the driving style of the motor vehicle driver from a fuel economy perspective, and is computed based on the computed pre-summary indexes based on in the respective partial indices, in turn, computed based on the following variables that affect motor vehicle fuel consumption: time interval, which ends with a motor vehicle stop, during and which motor vehicle speed reduction occurs mainly due to a combination of an accelerator pedal release and a downshift, with the operation of at least one motor vehicle braking system only during the final part of the maneuver; at least one of: fluctuations in engine speed and torque at predefined time intervals; and/or the time elapsed between releasing the accelerator pedal and operating the at least one motor vehicle braking system; at least one of: the time during which the at least one motor vehicle braking system is operated; and/or amount of energy dissipated by at least one motor vehicle braking system; and at least one of: engine power and instantaneous fuel consumption in different gears; and/or the time interval between two consecutive gear changes; and the pre-summary and partial indices are weighted by means of respective dynamic weighting coefficients, each of which is computed based on a respective weight independent of the motor vehicle mission, which is indicative of the influence of physical variables on the basis of which the Fuel Economy Index (FEI) is computed on the reduction in total fuel consumption, and based on a respective mission-dependent benefit. motor vehicle, which represents an assessment of the benefit that the Fuel Economy Index (FEI) provides in evaluating driving style during a motor vehicle mission.
    [0002]
    2. Method according to claim 1, characterized in that it is further configured to compute the Fuel Economy Index (FEI) based on the following pre-summary indices and corresponding dynamic weighting coefficients: Preventive Driving Index (PDI) , which is indicative of actions taken by the driver to obtain preventive driving and, consequently, reduce fuel consumption, and is computed based on: the time interval, which ends with a motor vehicle stop, during which the motor vehicle speed reduction occurs mainly due to a combination of a release of the accelerator pedal and a downshift, with the operation of at least one motor vehicle braking system only during the final part of the maneuver; minus one between: engine speed and torque fluctuations at predefined time intervals; and/or the time elapsed between releasing the accelerator pedal and the operation of at least one motor vehicle braking system; and at least one of: the time during which at least one motor vehicle braking system is operated ; and/or the amount of energy dissipated by at least one motor vehicle braking system; and/or Gear Shift Index (GSI), which is indicative of the gear change performed by the driver for the proper use of gears to reduce fuel consumption, and is computed based on: engine power and instantaneous fuel consumption in different gears; and the time interval between two consecutive gear changes.
    [0003]
    3. Method according to claim 2, characterized in that it is further configured to compute the Preventive Driving Index (PDI) based on one or more of the following partial indices and corresponding dynamic weighting coefficients: Stop Approach Index (SAI ), which is indicative of a compatibility of a fuel-saving motor vehicle stopping approach, and is computed based on the time interval, which ends with a motor vehicle stop, during which the speed reduction of the motor vehicle mainly occurs due to a combination of an accelerator pedal release and a downshift, with the operation of at least one motor vehicle braking system only during the final part of the maneuver; Acceleration Style Index ( ASI), which is indicative of the driver's ability to maintain a driving style free from continuous acceleration and deceleration on certain types of routes, typically suburban and auto. oped, and is computed based on fluctuations in engine speed and torque at predefined time intervals; Brake Pedal Delay Index (DGBI), which is indicative of correct accelerator pedal operation before operating any of the braking devices of motor vehicle for the purpose of correctly exploiting the fuel cut of the motor vehicle's internal combustion engine during the motor vehicle's speed reduction, and is computed based on the time elapsed between the release of the accelerator pedal and the operation of at least one motor vehicle braking system; Brake Frequency Index (BFI), which is indicative of the braking time during the motor vehicle mission, and is computed based on the time during which at least one motor vehicle braking system is operated; and Brake Energy Spent Index (BWEI), which is indicative of the energy dissipated by any motor vehicle braking system compared to the total mission energy, and is computed based on the amount of energy dissipated by at least one braking system of motor vehicle.
    [0004]
    4. Method according to any of the preceding claims, characterized in that it is further configured to compute the Gear Shift Index (GSI) based on the following partial indices and corresponding dynamic weighting coefficients: Fuel Economy Index Shift Indicator (GSIFSI), which is indicative of the fuel savings that may have been achieved if gears have been shifted as suggested by a shift indicator, and is computed based on engine power and instantaneous fuel consumption in different gears; and Erroneous Gear Shift Index (EGSI), which is indicative of numerous erroneous gear changes during the motor vehicle mission, and is computed based on the time interval between two consecutive gear changes.
    [0005]
    5. Method according to any of the preceding claims, characterized in that it is further configured to compute the Driving Style Rating Index (DSEI) also based on the following supplemental summary index: Auxiliary Brake Usage Index (ABUI) , which is indicative of the use of motor vehicle auxiliary braking systems from a motor vehicle basic brake economy perspective.
    [0006]
    6. Method according to claim 5, characterized in that it is additionally configured to compute the Auxiliary Brake Usage Index (ABUI): determining, for each braking event performed with the initial speed of the motor vehicle higher than a limit speed, if the operating sequence of the motor vehicle braking devices corresponds to a predetermined operating sequence considered optimal from the perspective of fuel economy; ecomputing the Auxiliary Brake Usage Index (ABUI) based on a number of braking events performed according to the predetermined operating sequence.
    [0007]
    Method according to any of the preceding claims, characterized in that it is further configured to compute the Driving Style Rating Index (DSEI) also based on the following supplementary summary index: Degree of Difficulty Index (DoDI), which is indicative of a total motor vehicle mission difficulty, based on pre-summary and partial indices weighted by means of the respective static weighting coefficients, each of which is uniquely computed based on a respective vehicle mission to engine independent of weight, and fails to take into account a respective benefit dependent on the motor vehicle's mission.
    [0008]
    8. Method according to claim 7, characterized in that it is further configured to compute the Degree of Difficulty Index (DoDI) based on the following pre-summary indices and corresponding static weighting coefficients: Mission Severity Index (MSI ), which is indicative of a degree of severity of the route taken by the motor vehicle during the mission, from the perspective of turns and curves, meteorological conditions, maintained speed profile and altimetric characteristics; e Vehicle Load and Drag Index (VLDI), which is indicative of macro conditions of the motor vehicle used in the mission from a load and drag perspective.
    [0009]
    9. Method according to claim 8, characterized in that it is further configured to compute the Mission Severity Index (MSI) based on the following partial indices and corresponding static weighting coefficients: Velocity Profile Index (SPI), which allows displacement on highways, urban and suburban roads to be discriminated; Altimetry Index (AI), which is indicative of altimetric characteristics of the route taken by the motor vehicle; Torsion Index (TI), which is indicative of turn and curve of the route taken by the motor vehicle; eMeteorological Index (MI), which is indicative of weather conditions along the route taken by the motor vehicle.
    [0010]
    10. Method according to claim 8 or 9, characterized in that it is further configured to compute the Vehicle Load and Drag Index (VLDI) based on the following partial indices and corresponding static weighting coefficients: Load Index (LI) , which is indicative of the load conditions of the motor vehicle, such that the higher the load on the vehicle, the more substantial the fuel demand needed to travel; e Neutral Resistance Index (CRI), which allows the difference between actual motor vehicle fuel consumption and nominal motor vehicle fuel consumption to be quantified.
    [0011]
    11. Method according to any one of the preceding claims, characterized in that the weighting coefficients are predetermined on the basis of good and bad values of the variable represented by the relevant index, wherein the maximum weights and minimum weights are respectively caused to correspond .
    [0012]
    12. Method according to any one of the preceding claims, characterized in that it comprises: an electronic equipment in the vehicle (3) designed to be mounted on the motor vehicle (2) and comprising: a data logger (4) designed to do interface with a CAN (5) of the motor vehicle (2) to transfer by digital data transfer and store the mission-related motor vehicle data (2) necessary for the assessment of the driving style of the motor vehicle; a device radio transmitter (7) designed to interface with the data logger (4) to acquire and transmit via radio the mission-related data collected in this way; and a data processing device (6) designed to interface with the data logger (4) to acquire and process the collected mission-related data for the integrated assessment of motor vehicle driving style; and a ground station (8) designed to cooperate with the electronic equipment in the vehicle (3) to perform a non-integrated assessment of the driving style of the motor vehicle, and comprising: a radio receiver device (9) designed to receive the data related to the mission transmitted via radio by the radio transmitting device (7) of the electronic equipment in the vehicle (3); and a data processing server (10) designed to interface with the radio receiver device (9) to acquire and process the received mission-related data for non-integrated motor vehicle driving style assessment; the data processing device (6) and the data processing server (10) are programmed to analyze the data related to the mission and evaluate the driving style of the motor vehicle, and output the following information: Mission summaries of motor vehicle from engine start to subsequent engine stop; eSummaries on the motor vehicle mission from when an integrated computer was reset by the driver; and where the data processing device (6) is further programmed to output the following additional information: Individual event ratings consisting of specific maneuvers performed by the driver: when an event is recognized from a series of events contemplated, they are processed and the maneuver performed is evaluated, providing the driver with a classification aimed at fuel economy.
    [0013]
    13. Driving style evaluation method for a motor vehicle (2), characterized in that it is loadable, in the form of instructions, in the processing means (6, 10) of a driving style evaluation system (1) and programmed, when executed, to cause the driving style evaluation system (1) to become configured as described in any one of the preceding claims.
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    公开号 | 公开日
    BR112013032339A2|2016-12-20|
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    EP2594447A1|2013-05-22|
    RU2013155477A|2015-06-20|
    CN103717470B|2017-02-15|
    AU2012338343B2|2015-12-03|
    US20140188379A1|2014-07-03|
    RU2616487C2|2017-04-17|
    WO2013072895A3|2013-10-24|
    AU2012338343A1|2014-01-09|
    EP2701959A2|2014-03-05|
    EP2701959B1|2015-07-22|
    WO2013072895A2|2013-05-23|
    CN103717470A|2014-04-09|
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    法律状态:
    2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2020-11-10| B06A| Notification to applicant to reply to the report for non-patentability or inadequacy of the application [chapter 6.1 patent gazette]|
    2021-04-13| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2021-06-01| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 16/11/2012, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    EP11425280.2|2011-11-16|
    EP11425280.2A|EP2594447A1|2011-11-16|2011-11-16|Fuel saving-aimed motor vehicle driving style evaluation|
    PCT/IB2012/056505|WO2013072895A2|2011-11-16|2012-11-16|Fuel saving-aimed motor vehicle driving style evaluation|
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