Patent Application
20180170393
The invention relates to a method and a system for evaluating the driving behavior of a vehicle operator with a motor vehicle, in particular in public mass transit, or in inner-city traffic, preferably for use in vehicle fleets. Moreover, the invention relates to a corresponding computer program.
Methods for determining and evaluating the driving behavior of a vehicle operator have been known for years in the practice. In the simplest case, this relates to tachographs, for example. These indicate driving times, rest periods, driving time interruptions, additional kilometers driven, and the speed at which the vehicle is driven. Moreover, a tachometer that records motor rotational rates is known. The data recorded by the tachographs reflect the driving behavior of the vehicle operator, and are used in particular for enforcing compliance with driving and rest periods.
Furthermore, a method for driving behavior evaluation is known from DE 100 01 261 A1. With the method known therefrom, the current driving state is continuously determined via a driving state determination unit in order to determine the driving behavior or manner of driving. As relevant perimeters, the vehicle speed, positive or negative vehicle acceleration, the distance to a vehicle in front, and optionally the activation of signal lights, are recorded. The driving behavior recorded on the basis of these parameters is compared with an optimal driving behavior, such that improvement recommendations regarding his driving behavior can be displayed to the vehicle operator.
Corresponding systems are used, for example, with vehicle fleets of transport businesses in order to improve driving safety and fuel economy, reduce in carbon dioxide emissions, and decrease wear to the vehicle.
With the systems known from the prior art, it is problematic that these systems are extremely expensive, due to the elaborate sensor system. A further substantial disadvantage is that these systems are not suited to evaluating the driving behavior of a vehicle operator who is active in public mass transit or inner-city traffic. Driving in public mass transit is characterized by, among other things, very short driving intervals, specifically between two stops. Due to the traffic situations in urban areas, which include, for example, pedestrians or quick lane changes in a continuous traffic flow, acceleration and braking procedures occur repeatedly in such driving intervals in short intervals. The parameters for determining the driving behavior known from the prior art are not suitable for such traffic situations. By way of example, fuel consumption may vary considerably, depending on the volume of traffic, such that the vehicle operator may have a higher fuel consumption, depending on general conditions that the vehicle operator has no control over. Consequently, a fair and objective evaluation of a vehicle operator in particular regarding fuel consumption resulting from his driving behavior is extremely difficult if not impossible.
The object of the present invention is therefore to design and develop a method and a system for evaluating the driving behavior of a vehicle operator with a motor vehicle of the type specified in the introduction, with which it is possible to determine or evaluate the driving behavior of a vehicle operator, in particular regarding fuel consumption, with simple structural means, preferably without requiring an elaborate sensor system.
The above object shall be obtained according to the invention through the features of Claim 1. Accordingly, a method is given for evaluating the driving behavior of a vehicle operator with a motor vehicle, in particular in public mass transit or inner-city traffic, preferably for use in vehicle fleets, wherein parameters describing the driving behavior are determined, wherein fuel consumption over the course of time is determined as a parameter, wherein the position of the gas pedal over the course of time is determined as a further parameter, wherein characteristic values specific to the vehicle operator for a route driven by the vehicle operator are derived or calculated from the determined parameters, wherein the vehicle operator-specific characteristic values are compared with predefined threshold values, and wherein conclusions are drawn regarding the driving behavior of the vehicle operator for the route from the comparison of the vehicle operator-specific characteristic values with the threshold values.
With respect to the system according to the invention, the above object is achieved with the features of Claim 15. Accordingly, a system is given for evaluating the driving behavior of a vehicle operator with a vehicle, in particular in public mass transit or inner-city traffic, preferably for use with vehicle fleets, comprising a detection device disposed in the motor vehicle for determining parameters describing the driving behavior and comprising an evaluation device for evaluating the driving behavior of the vehicle operator, wherein the detection device includes means for determining fuel consumption over the course of time, wherein the detection device also includes means for determining the position of the gas pedal over the course of time, and wherein the evaluation device is configured such that it calculates vehicle operator-specific characteristic values for a route driven by the vehicle operator from the determined parameters, compares the vehicle operator-specific characteristic values with predefined threshold values, and draws conclusions regarding the driving behavior of the vehicle operator for the route from the comparison of the vehicle operator-specific characteristic values with the threshold values.
Lastly, the above object is achieved through the features of Claim 16, according to which a computer program containing program code is given, which serves for executing the method according to the invention when the computer program is executed on a computer.
In accordance with the invention it has first been noted that with respect to an objective and meaningful evaluation of the driving behavior of a vehicle driver, merely taking into account the fuel consumption is a weak indicator, or is unsuitable. Moreover, it has been noted in accordance with the invention that the fundamental object of the invention can be achieved in a clever and simple manner through the determination of the position of the gas pedal, because this parameter reflects the driving behavior, or manner of driving, of the vehicle operator. It has been noted thereby that this parameter describes the driving behavior in an ideal manner, in particular with very short intervals such as those encountered in public mass transit or inner-city traffic. In accordance with the invention, the fuel consumption and the position of the gas pedal over the course of time are determined for this, wherein respective vehicle operator-specific characteristic values regarding a route driven by the vehicle operator are derived or calculated from the two determined parameters. The derived vehicle operator-specific characteristic values thus comprise a characteristic value relating to the fuel consumption and a characteristic value relating to the gas pedal position. The vehicle operator-specific characteristic values are compared with corresponding predefined threshold values relating to fuel consumption and the gas pedal position, wherein conclusions are drawn from the comparison of the vehicle operator-specific characteristic values with the threshold values relating to the driving behavior of the vehicle driver with respect to the route driven.
Consequently, a determination or evaluation of the driving behavior of a vehicle operator regarding fuel consumption can be obtained with the method according to the invention and the system according to the invention, as well as with the computer program according to the invention, in a clever manner and with simple structural means, wherein a further advantage of the method according to the invention, or the system according to the invention, is that the position of the gas pedal can be detected extremely easily. The method according to the invention can be executed by the system according to the invention with simple apparatuses.
At this point it should be expressly noted that the term “fuel” is to be understood in the broadest sense, specifically as any energy source that may be provided for a vehicle. This can be gasoline, diesel, natural gas, electrical energy, hydrogen, etc.
It is further noted that a route driven by a vehicle operator can be understood as the driving of the vehicle operator during a work shift, e.g. a bus driver. Thus, the fuel consumption and the associated gas pedal position are determined while a vehicle operator is driving in the framework of his shift.
The determined fuel consumption and the determined position of the gas pedal, or the characteristic values related to the fuel consumption and the gas pedal position derived therefrom can be advantageously placed in relation to one another. Thus, the derived characteristic value relating to fuel consumption and the derived characteristic value relating to the gas pedal position can be placed in relation to one another in an ideal manner. Consequently, it is possible to obtain an objective and meaningful analysis of the driving behavior of a vehicle operator with a motor vehicle in a clever and simple manner through the direct coupling of the two parameters describing the driving behavior, or through the depiction thereof. Moreover, improvement suggestions can be proposed to the vehicle operator to improve fuel economy based on this depiction, specifically through optimizing his driving behavior.
In a further advantageous manner, it is possible to only take predefined driving sections of a route into account for determining the parameters that describe the driving behavior, in particular the parameter relating to the fuel consumption and the parameter relating to the gas pedal position, or for calculating the characteristic values from the determined parameters. It is noted thereby that a driving section of a route relates to a time interval of the driving period in which the vehicle is substantially moving. Typical interval driving during a route, or during a work shift of a vehicle operator, e.g. a bus driver, can be taken into account thereby. Downtimes, breaks and/or idle activity of the vehicle are not intended to be taken into account thereby. The route of a vehicle operator is already known, such that suitable driving sections can be established in advance. In this manner, meaningful parameter data, describing the driving behavior of the vehicle operator in an ideal manner, can be acquired. In this manner, it is possible to obtain or filter fuel consumption data relating to driving behavior.
In a particularly advantageous manner, the predefined driving sections can exhibit a maximum driving section time period of 15 minutes, preferably a maximum of 5 minutes, particularly preferably a maximum of 2 minutes, very particularly preferably a maximum of 1 minute. Moreover, the predefined driving sections can ideally exhibit a maximum driving section period of at least 20 seconds. In this manner, for practical purposes, relatively short interval driving can be taken into account for determining the parameters or the characteristic values, which optimally reflect different performances in the driving behavior of vehicle operators during acceleration and braking procedures. Consequently, the driving behavior of the vehicle operator can be effectively detected and analyzed through the collective determination, taking fuel consumption and the associated gas pedal position into account.
With regard to the determination of the most meaningful values, the route, or the aggregate driving sections, if applicable, can amount to a total of at least 30 minutes of driving time. In this manner, a reliable fuel consumption value can be obtained, in particular for calculating fuel consumption for the route. The driving time of 30 minutes can be distributed over numerous shorter driving sections thereby. Even better and more consistent fuel consumption values can be obtained when the route includes a driving time of at least 60 minutes. In this manner, it is possible to avoid weighting anomalies in the acquired data too heavily over a route driven by the vehicle operator, in particular with respect to fuel consumption.
With regard to the determination of a suitable characteristic value for a route for use in the framework of the comparison process or the comparison operation, the average fuel consumption of the vehicle operator can be calculated for a route, or the route, as a vehicle operator-specific characteristic value relating to the fuel consumption. In this manner, the driving behavior for a route with respect to fuel consumption—ideally coupled thereby with the comparison of corresponding characteristic values relating to the gas pedal position with the predefined threshold values provided for this—can be determined and evaluated in a suitable and objective manner with a characteristic value selected in this manner in the framework of the comparison with a predefined threshold value. This enables, in a clever manner—and with relatively little effort—the determination of how the driving behavior of the vehicle operator affects the fuel consumption.
Regarding the determination of a suitable characteristic value for a route for use in the comparison operation, the frequency of a predefined actuation extent of the gas pedal can be drawn on as a vehicle operator-specific characteristic value. In an advantageous manner, the relative frequency of a predefined actuation extent of the gas pedal can be calculated for this. The threshold value can be the frequency of a predefined minimum actuation extent thereby. The minimum actuation extent is preferably in a range of 50% to 100% actuation of the gas pedal. The minimum actuation extent particularly preferably lies in a range of 50% to 75% actuation of the gas pedal. Very particularly preferably, the minimum actuation extent lies in a range of 50% to 60% actuation of the gas pedal. Thus, in order to calculate the characteristic value relating to the gas pedal position, the absolute and/or relative frequency with which the gas pedal is actuated, e.g. at least 70%, or is actuated at least 50%, can be determined, for example. In this manner, the driving behavior of a vehicle operator can be particularly easily evaluated, because actuations to this extent, or these positions of the gas pedal, result in higher fuel consumption.
With regard to the determination of a suitable threshold value for the comparison operation, the average of the mean fuel consumption values for a predefined number of vehicle operators can be calculated or determined as the threshold value relating to fuel consumption. By way of example, the average of the fuel consumption values of vehicle operators lying within the 70th percentile is ideally suitable for this. Particularly preferably, the average of the fuel consumption values of vehicle operators lying within the 60th percentile can be selected. Very particularly preferably, the average of the fuel consumption values of vehicle operators lying within the 50th percentile can be calculated. In this manner, appropriate results are obtained in the framework of the comparison operation, depending on existing data from vehicle operators, e.g. a vehicle fleet. Moreover, the threshold value is selected such that it is ensured in an advantageous manner that vehicle operators are present in a vehicle fleet who have a lower fuel consumption than the threshold value, and that vehicle operators are present in the fleet who have higher consumption values. Consequently no arbitrary and unrealistic threshold values are defined that appear to be nearly impossible to achieve for a vehicle operator.
Moreover, it is conceivable that the average of the, preferably relative, frequencies of a predefined actuation extent, or minimum actuation extent, of the gas pedal are calculated or determined as the threshold value relating to the gas pedal position. This concerns absolute and/or relative frequencies of predefined gas pedal positions, or predefined actuation extents from the distribution of the relative frequencies for all gas pedal positions belonging to the routes or belonging to the fuel consumption values of vehicle operators determined from the routes, that are taken into account in calculating the threshold value relating to fuel consumption. The minimum actuation extent that is to be taken in to account can advantageously lie in a range of 50% to 100% actuation of the gas pedal. Particularly preferably, the minimum actuation extent of the gas pedal can lie in a range of 50% to 75% actuation of the gas pedal, and very particularly preferably, in a range of 50% to 60% actuation of the gas pedal.
Regarding an advantageous and simple evaluation, the driving behavior of the vehicle operator for the route, or for a route, can either be classified as being “in need of improvement” or “not in need of improvement,” on the basis of the comparison of the characteristic values with the corresponding threshold values.
In order to create a comprehensive evaluation of the driving behavior of the vehicle operator, the parameters describing the driving behavior can be determined for numerous drives by the vehicle operator, wherein for each drive, a vehicle operator-specific characteristic value relating to fuel consumption and a vehicle operator-specific characteristic value relating to the gas pedal position are derived or calculated.
In an advantageous manner, a preferably dichotomous classification of numerous drives by the vehicle operator can be checked by means of a hypothesis test, in particular by means of a binomial test, wherein conclusions can be drawn on the evaluation of the driving behavior of the vehicle operator from the check. In this manner, a consistent and reliable determination and evaluation of the vehicle drive can be obtained with respect to his driving behavior over the course of numerous drives or work shifts.
In a particularly advantageous manner, it can be determined with the hypothesis test whether the vehicle operator will drive a route with a driving behavior not in need of improvement with a probability of p≥0.5. In this manner, it can be determined in a clever manner, whether—with a predetermined significance value of 0.1, for example—a driving of a route, or a driving behavior, is not in need of improvement to an extent indicating that this is not merely random.
In order to obtain further improvement, or in order to react to improved driving behaviors of vehicle operators, e.g. in a vehicle fleet, the threshold values can be re-calculated and/or updated when the driving behavior of a predefined portion of the vehicle operators is evaluated as not being in need of improvement. In this manner, the threshold values for the comparison operation are updated or readjusted, such that improvements in the driving behaviors of vehicle operators are taken into account. Moreover, the reverse is also conceivable, specifically if the driving behaviors of vehicle operators become worse, e.g. because the threshold values for the vehicle operators of a vehicle fleet have been selected too strictly.
Moreover, it should be noted that the features specified above regarding the method according to the invention and/or regarding the advantageous designs can also represent a device emphasis. A combination of these features with the features relating to the system Claims is not only possible, but advantageous.
There are now various possibilities for embodying and developing the teachings of the present invention in an advantageous manner. In this regard, reference is made on one hand to the Claims subordinate to Claim 1, and on the other hand, to the following explanation of preferred exemplary embodiments of the invention, based on the drawings. Preferred designs and further developments of the teachings shall also be explained in general in conjunction with the explanations of the preferred exemplary embodiments of the invention based on the drawings. In the drawings:
The data stored in the internal memory unit 2 can be further processed by a computer 5, disposed for example in the vehicle. In the same manner, the data stored in the memory unit 3 can be further processed by a computer unit 6 of the central computer 4. The further processing takes place thereby, such that the driving behavior of the vehicle operator, preferably after a route has been completed, or after a work shift, can be determined or evaluated from the data via an evaluation device.
The central computer 4, comprising the memory unit 3 and the computer unit 6, functions thereby as an evaluation device for evaluating the driving behavior of a vehicle operator. Alternatively or additionally, the memory unit 2 and the computing unit 5 can also function as an evaluation device disposed in the motor vehicle. The evaluation device can also be designed such that it is split up, such that the evaluation device is implemented on one hand by the central computer 4, and sub-functions of the evaluation device are disposed in the motor vehicle, or vice versa. If applicable, data communication can take place between the memory unit 2 or the computer unit 5, and the central computer 4, in particular in the framework of further processing the accumulated parameter data.
The evaluation device is configured and designed such that it calculates vehicle operator-specific characteristic values for a route driven by the vehicle operator. The vehicle operator-specific characteristic values are compared by the evaluation device with predefined threshold values, wherein the evaluation device draws conclusions from the comparison of the vehicle operator-specific characteristic values with the threshold values regarding the driving behavior of the vehicle operator for the route.
The further processed data, in particular the evaluation results for the driving behavior of the vehicle operator, can be displayed on a, preferably external, display 7 via the central computer.
The personal driving index for the vehicle operator can be displayed to the vehicle operator with the display 7, representing the development, e.g. an improvement or deterioration, of the driving behavior or manner of driving over numerous drives. An evaluation of a single driver of a vehicle fleet in a transport business can be displayed, based on the fuel efficiency of the driver resulting from his driving behavior. The evaluation can apply for a route driven, or a work shift, of the driver, such that the development of the driving behavior of a vehicle operator can be analyzed over the course of numerous work shifts.
The overall fuel efficiency in a vehicle fleet of a transport business or transit business can be improved in that the vehicle operators are given specific goals in order to motivate the vehicle operators to improve their evaluations. Moreover, daily, weekly or monthly reports or analyses regarding fuel efficiency of a vehicle operator are conceivable for a continuous and successful evaluation. Thus, both ecological aspects as well as significant savings in resources and costs can be achieved.
It is clear from
The driving time required by the second vehicle operator is only negligibly shorter than the driving time depicted in
Nevertheless, the fuel consumption in
The comparison of the fifth curve 12 from
It is again clear from the comparison of
Moreover, predefined threshold values for classification in the framework of the comparison operation are shown in
The threshold values 14 and 15 generated in advance are divided into four regions 18, 19, 20, and 21 over the corresponding threshold value lies 16 and 17 in the graph. Points to the left of the threshold value line 16 represent routes driven or work shifts of a vehicle operator with a sufficiently satisfactory fuel consumption characteristic value in comparison with the threshold value 14. Points to the right of the threshold value line 16 represent routes driven or work shifts of the vehicle operator having an excessive fuel consumption in comparison with the predefined threshold value 14. Points below the threshold value line 17 represent routes driven or work shifts of a vehicle operator having a sufficiently satisfactory gas pedal position value in comparison with the predefined threshold value 15. Points above the threshold value line 17 represent routes driven or work shifts of a vehicle operator having an excessively high gas pedal position value.
The point 22 and the point 23 represent numerous drives or work shifts of a vehicle operator corresponding to the derived and calculated characteristic values for the respective route. A total of seven drives of a vehicle operator are plotted in the diagram shown in
Consequently, the hit region A represent routes driven by a vehicle operator having a sufficient fuel efficiency, wherein the driving behavior of the vehicle operator for such a route is distinguished by low fuel consumption and/or by mainly low gas pedal positions. The miss region B represents routes driven by a vehicle operator with insufficient fuel efficiency, wherein the driving behavior of the vehicle operator for such a route exhibits a high fuel consumption and a frequently high gas pedal position. Thus, it is possible for an acceptable drive, or a drive not in need of improvement, that the frequency of gas pedal positions may be higher than the corresponding threshold value 15, when the associated fuel consumption is lower than the corresponding threshold value 14. Moreover, the fuel consumption may be higher than the corresponding threshold value 14, when the relative frequency of the associated gas pedal positions is lower than the threshold value 15.
The classification of the seven drives of a vehicle operator pursuant to
Thus, as an alternative hypothesis:
If the null hypothesis is rejected, it is thus plausible that the tested vehicle operator will drive during his work shift in a manner needing improvement with a probability of (1−p)>0.5 (thus greater than a random sampling). This means that if the null hypothesis is rejected, the driving behavior, or the manner of driving, of the vehicle operator is to be regarded as in need of improvement. If the null hypothesis is not rejected, the driving behavior, or manner of driving, of the vehicle operator is satisfactory, or not in need of improvement.
In the framework of the exemplary embodiment of a method according to the invention, illustrated in accordance with
Under the null hypothesis: N0:p≥0.5 (⇔p0=0.5), the test statistic is distributed binomially, thus:
Because the test statistic is distributed discretely, a given significance level α cannot be precisely maintained in general. For this reason, the discrete values should be selected such that {tilde over (α)} (exact significance level) is at a maximum under the auxiliary condition {tilde over (α)}≤α.
Thus:
The following values are thus obtained for the exemplary embodiment according to
Thus, the critical value c can be calculated with a significance level of α=0.1. This results in a critical range of c≤1.
Thus, finally: X=1≤1=c
Therefore, the null hypotheses for the samples plotted in
In order to create an automatic and computer implemented evaluation method in accordance with one exemplary embodiment of the invention, in particular in accordance with
Regarding further advantageous designs of the method according to the invention and the system according to the invention, as well as the computer program according to the invention, reference is made to the general portion of the description and to the attached Claims, in order to avoid repetition.
Lastly, it is expressly noted that the exemplary embodiments of the invention described above serve only to explain the claimed teachings, which are not, however, limited to the exemplary embodiments.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2015 211 171.7 | Jun 2015 | DE | national |
| 10 2015 213 108.4 | Jul 2015 | DE | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/DE2016/200275 | 6/15/2016 | WO | 00 |
