JP5235114B2 - Slope detection method and slope detection device - Google Patents

Description

  The present invention relates to a slope detection method and a slope detection apparatus for providing slope information related to operation management of a vehicle such as a truck.

  In view of environmental protection and the recent increase in fuel costs, the economical driving of automobiles is regarded as important. In particular, in the transportation industry where transportation is performed by trucks and the like, strict operation management is performed in which the travel distance and fuel consumption are tracked and the driver is encouraged to perform energy-saving driving to reduce costs. There has also been proposed an operation management system that detects uneconomical operating conditions such as rapid acceleration and engine blow-off and notifies them with an alarm or the like.

  Conventionally, in general operation management, for fuel-efficient driving, an upper limit is set so that the engine speed does not exceed a predetermined number, and the driver is evaluated in compliance. However, on the slope, the engine speed increases both in the up and down directions, and may exceed the preset speed, which may cause unnecessary notifications and inevitable situations. There was a problem that the driver was improperly evaluated.

  Therefore, in order to improve uniform operation management and driver evaluation using only mileage and fuel consumption as judgment materials, a vehicle operation management system or operation management that performs appropriate notification reflecting road surface conditions such as slopes. A method has been proposed (see, for example, Patent Document 1 or Patent Document 2).

  For example, the operation management system disclosed in Patent Document 1 calculates the vehicle weight from the relationship between the vehicle speed and the fuel injection time without using an expensive weight sensor, and calculates the gradient of the vehicle (slope) from the barometer. In this way, the driver is notified for energy-saving driving while accurately grasping the traveling state of the vehicle.

Moreover, the operation management method disclosed in Patent Document 2 grasps in advance an appropriate fuel consumption rate corresponding to the vehicle state such as the vehicle weight, vehicle speed, and inclination, and notifies when the traveling state deviates from this. Is.
JP 2004-46439 A (page 3 to page 6, FIG. 1) JP-A-2004-29000 (pages 14 to 23, FIG. 1)

  However, in the conventional operation management system or operation management method disclosed above, there is a problem that the accuracy related to the measurement by the barometer, that is, the detection accuracy of the hill is low. Specifically, when a barometer (including a device related to an operation management system) is placed in the vehicle interior, the oncoming vehicle during traveling with the window glass fully open when the window glass is raised or lowered during traveling The atmospheric pressure indication changes greatly when passing with the tunnel or passing through the tunnel.

  In addition, in the conventional example, the altitude is uniquely calculated from the measured atmospheric pressure value, and since the inclination is calculated from the difference from the altitude at the start of travel (during the previous measurement), abnormal atmospheric pressure was temporarily measured at the time of measurement. In this case, correct slope detection cannot be performed, and proper operation management and driver evaluation cannot be performed. It is important in operation management and driver evaluation that the road surface condition during traveling is correctly grasped, that is, that slope detection is performed with high accuracy.

  The present invention has been made in view of the above-described circumstances, and an object of the present invention is to provide a slope detection method and a slope detection apparatus that detect with high accuracy the presence or absence of a slope, which is important information for vehicle operation management and driving evaluation. It is to provide.

In order to achieve the above-described object, the slope detection method according to the present invention is characterized by the following (1) to ( 4 ).
(1) An altitude calculation step for calculating an altitude every time a predetermined unit mileage is traveled based on barometric pressure data acquired from an atmospheric pressure sensor;
A gradient calculating step for calculating a gradient of the road surface during traveling based on the difference between the altitude calculated in the previous altitude calculating step and the altitude calculated in the present calculating step and the unit travel distance;
A slope detection step that counts the number of times the slope is calculated in the slope calculation step, and determines that the running road surface is a slope when the slope is continuously within a predetermined range a predetermined number of times;
I have a,
When it is determined in the slope detection step that the running road surface is a slope, the predetermined range after the determined time is changed .
(2) A slope detection method configured as described in (1) above,
In the slope detection step, when the gradient calculated in the gradient calculation step is not within the predetermined range only for the predetermined number of times, the gradient calculated in the next gradient calculation step is the predetermined gradient. When it is within the range, it is determined that the running road surface is a slope,
about.
(3) A slope detection method having the configuration of (2) above,
In the slope detection step, the gradient calculated in the next gradient calculation step is within the predetermined range, and the average value of the gradient calculated in the gradient calculation step for the predetermined number of times in the past is When it is within the predetermined range, it is determined that the running road surface is a slope.
about.
(4) A slope detection method configured as described in (1) to (3) above,
In the slope detection step, when the gradient calculated in the gradient calculation step is larger than the upper limit value of the predetermined range, the predetermined number of times is not counted .

According to the slope detection method having the above configuration (1), the slope judgment is performed by grasping the tendency of the gradient over a plurality of times, so that the slope can be detected with high accuracy. Moreover, flexible slope detection can be performed, for example, a relatively long slope can be accurately detected.
In addition, according to the slope detection method of the above configuration (2), if the atmospheric pressure indication changes momentarily at the time of measurement, since the determination is performed after monitoring until the next measurement, the slope is detected with high accuracy. Can be detected.
Further, according to the slope detection method having the configuration of (3) above, when the atmospheric pressure indication changes momentarily at the time of measurement, since the determination is performed after monitoring until the next measurement, the slope is detected with high accuracy. Can be detected.
Further, according to the slope detection method having the configuration (4) described above, since a steep gradient that can be detected by a disturbance in atmospheric pressure is cut as noise, the slope can be detected with high accuracy .

In order to achieve the above-described object, the slope detection apparatus according to the present invention is characterized by the following ( 5 ) to ( 8 ).
( 5 ) Barometric pressure sensor,
Based on the atmospheric pressure data input from the atmospheric pressure sensor, a control unit that determines whether or not the running road surface is a slope,
With
The control unit calculates an altitude every time the vehicle travels a predetermined unit travel distance based on the atmospheric pressure data acquired from the barometric sensor, the difference between the previously calculated altitude and the altitude calculated this time, and the unit travel distance Based on the above, the slope of the running road surface is calculated, the number of times the slope is calculated is counted, and when the slope is within a predetermined range for a predetermined number of times, the running road surface is a slope. If it is determined and it is determined that the running road surface is a slope, the predetermined range after the determined time point is changed .
( 6 ) A slope detecting device having the configuration of ( 5 ) above,
When the calculated slope is not within the predetermined range only for the predetermined number of times, and the slope to be calculated next time is within the predetermined range, the running road surface is a slope. judge,
about.
( 7 ) A slope detecting device having the configuration of ( 6 ) above,
When the slope to be calculated next time is within the predetermined range and the average value of the slopes calculated for the predetermined number of times in the past is within the predetermined range, the running road surface is a slope. To determine,
about.
( 8 ) A slope detection device having the configuration of ( 5 ) to ( 7 ) above,
The control unit does not count the predetermined number of times when the calculated gradient is larger than an upper limit value of the predetermined range .

According to the slope detection device having the configuration of ( 5 ), the slope judgment is performed by grasping the gradient tendency over a plurality of times, so that the slope can be detected with high accuracy. Moreover, flexible slope detection can be performed, for example, a relatively long slope can be accurately detected.
Further, according to the slope detection device having the above configuration ( 6 ), when the atmospheric pressure indication changes momentarily at the time of measurement, since the determination is performed after monitoring until the next measurement, the slope is detected with high accuracy. Can be detected.
In addition, according to the slope detection device having the configuration of ( 7 ), when the atmospheric pressure indication changes momentarily at the time of measurement, since the determination is performed after monitoring until the next measurement, the slope is detected with high accuracy. Can be detected.
In addition, according to the slope detecting device having the configuration of ( 8 ), a steep slope that can be detected due to a disturbance in atmospheric pressure is cut as noise, so that the slope can be detected with high accuracy .

  According to the present invention, it is possible to detect a slope with high accuracy even when the surrounding environment in which measurement is performed fluctuates greatly.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

FIG. 1 is a circuit block diagram of a slope detection apparatus according to an embodiment of the present invention. The slope detection device mainly includes a CPU 1, an EEPROM 2, an atmospheric pressure sensor 3, and the like. The CPU 1 is a control unit that controls the overall operation of the slope detection device. The EEPROM 2 stores a program for operating the CPU 1, measurement data, and the like. The atmospheric pressure sensor 3 measures the atmospheric pressure P around the traveling vehicle at predetermined intervals. In this embodiment, atmospheric pressure is measured at intervals of about 0.5 seconds,
H = 44.33 km × [1- (P / 101325 Pa) ^0.19 ]
The data for a predetermined number of times in the past is stored as the altitude value H that is uniquely calculated by the equation shown in FIG.

  Further, the CPU 1 acquires an IGN (ignition) signal 5 input via the power supply circuit 4 and a speed signal 7 input from the vehicle speed sensor via the interface circuit 6 to start an operation for detecting a hill and perform various operations. Perform the operation. Further, an uphill detection signal 10 and a downhill detection signal 11 are output via the interface circuits 8 and 9.

  Next, the slope detection operation of the slope detection device having the above-described configuration will be described.

  FIG. 2 is a flowchart showing a hill detection operation procedure of the hill detection device according to the embodiment of the present invention. After the ignition signal is turned on, the CPU 1 starts a speed signal input process (step S101). When starting the pulse count of the speed signal, first, an initial altitude value is calculated based on the measured value from the atmospheric pressure sensor 3. The altitude value is preferably an average value of a plurality of values measured at predetermined intervals.

  Next, the CPU 1 calculates the travel distance by counting the number of input pulses (step S102). In this embodiment, as described later, the altitude value is set to be calculated every about 50 m as the unit travel distance, and the altitude is calculated every time 254 Pulse is counted by the 8 pulse / 1 rotation vehicle speed sensor (637 rpm). Process. When the predetermined pulse count is completed, the CPU 1 stores the average value of the altitude values for the previous three times calculated by the above method as the altitude value at the time of traveling 50 m. In the present embodiment, the number of times is three. However, it is preferable that the number of previous altitude values to be referred to may be appropriately determined and can be set freely by the user.

  Next, the CPU 1 performs a gradient determination process (step S103). Here, the gradient is a value (%) obtained by dividing the change amount of the altitude value calculated for each unit travel distance by 50 m of the unit travel distance. In the present embodiment, 2.5% is set as the threshold value for determining the slope. That is, when the up or down gradient is less than 2.5%, it is determined that the gradient is not a slope but a range of road surface undulation that can occur naturally. This is set according to a unit travel distance of 50 m so that it can be reliably detected not only on a general slope defined by laws and regulations but also on a short slope such as an overpass. However, the threshold value is not limited to this, and may be set as appropriate. Moreover, it is preferable that a user can set freely. In fact, in the present embodiment, the two dials 12 and 13 can set up and down gradient threshold values in the range of 1.0 to 4.0%, respectively.

  A feature of the slope detection method according to the present embodiment is that a slope is determined when the slope calculated in the past is a slope in the same direction three times in succession. For example, it is determined that the slope is uphill only when the slope is uphill-uphill-uphill. Further, when the slope is down-down-down, it is determined that the slope is downhill.

  FIG. 3 is a flowchart showing a detailed procedure of the gradient determination process. First, the CPU 1 determines whether or not A> 0 for the altitude difference A at the time of L (m) traveling (step S201). When A> 0, it is determined that there is an upward gradient, and when A <0, there is a downward gradient.

  Next, it is determined whether the altitude difference A in L (m) is larger than H (m) (step S202). H is an altitude difference per unit travel distance calculated from a threshold value (%) of the slope of “slope” set in advance. In the present embodiment, since the threshold is set to 2.5%, the altitude difference H in the unit travel distance 50 m is 2.5 (%) × 50 (m) = 1.25 (m). Therefore, when the altitude difference per unit travel distance is +1.25 m or more, this gradient is determined to be “uphill”.

  Incidentally, as shown in FIG. 15 in an example of a gradient of 3%, originally, the gradient = altitude difference / horizontal distance, but since the horizontal distance and the actual traveling distance of the slope can be regarded as substantially the same, The slope is calculated.

  When the altitude difference A is larger than H (m) (Yes in step S202), “upward count” indicating the number of consecutive upslopes is set to +1 (step S203). Next, it is determined whether or not the up count is 2 (step S204). If the up count is 2, whether the altitude difference A is greater than or equal to H (m) for the next unit travel distance (L). It is determined whether or not (step S205). If A> H (Yes in step S205), the upward count is 3 and the upward gradient is continued three times (step S206), so the CPU 1 outputs an upward slope detection signal (step S207). Thereafter, the count is reset to 0 and the above process is repeated again.

  On the other hand, when the altitude difference of the third unit travel distance is not A> H (No in step S205), that is, when it is not the predetermined upward gradient, the CPU 1 performs the next unit travel distance monitoring process. (Step S208). This is because even if an uphill gradient is not detected once just after two consecutive uphill gradients, it is not reflected as it is, but it is monitored up to the next unit travel distance for high accuracy. It is going to make a slope judgment.

  FIG. 4 is a flowchart showing the processing procedure of the next unit travel distance monitoring process. First, the altitude value (referred to as (4)) and the previous altitude value (referred to as (2)) this time (after the next unit travel distance where the difference in altitude of the third unit travel distance did not rise) ) Is greater than 0 (ie, | (4) − (2) |> 0), and the altitude difference between the current altitude value and the previous altitude value (referred to as (3)) is greater than 0 ( That is, | (4) − (3) |> 0), and the altitude difference between this time and the previous time (referred to as (1)) is 3 of the altitude difference related to the predetermined slope set as “slope”. It is determined whether or not it is more than twice (ie, | (4) − (1) |> H × 3) (step S301).

  If the above condition is satisfied (Yes in step S301), the CPU 1 outputs an uphill detection signal with an upcount = 3 (step S302). FIG. 5 is a diagram schematically showing an altitude change example for each unit travel distance (L) travel, and FIG. 5A shows the travel state described above. In other words, the third slope was not “uphill”, but the fourth slope was “uphill”, and the altitude difference for the past three times was more than three times the altitude difference set as the threshold for “slope” Therefore, it was judged as an uphill road.

  If the above condition is not satisfied (No in step S301), then the altitude difference between the previous time and the previous time is H or more in the downward direction (ie, | (3) − (2) | ≧ H), and this time and the previous time It is determined whether or not the altitude difference is equal to or greater than H in the downward direction (ie, | (4) − (3) | ≧ H) (step S303).

  When the above condition is satisfied (Yes in step S303), the CPU 1 shifts to the determination for the next L (m) with the downlink count = 2 (step S304). FIG. 5B shows the traveling state described above. In other words, the uphill gradient continued twice, but since the 3rd and 4th were continuously “downhill” gradients, the downcount was set to 2 and the judgment of the slope was made in the next determination. .

  If the above condition is not satisfied (No in step S303), then whether or not only the difference between the current altitude and the previous altitude is greater than or equal to H in the downward direction (that is, | (4) − (3) | ≧ H). Determination is made (step S305).

  If the above condition is satisfied (Yes in step S305), the CPU 1 sets the downlink count = 1 and proceeds to the determination for the next L (m) (step S306). FIG. 5C shows the traveling state described above. That is, although the uphill slope continued twice, the slope was small in the third time and became “downhill” in the next fourth time, so the downhill count was set to 1 and the judgment of the slope was carried over to the subsequent judgment.

  When the above condition is not satisfied (No in step S305), it is determined that the uphill gradient has continued twice, but then the state of small gradient continues, so the count is reset and the next unit travel distance is determined. Transition is made (step S307).

  Returning to the flowchart of FIG. 3, if A> H is not satisfied in step S202, or if the up count is not equal to 2 in step S204, the slope cannot be determined yet, and the difference in altitude is determined for the next unit travel distance (L). In order to carry out (step S209), it transfers to step S201.

  On the other hand, if A> 0 is not satisfied in step S201, the same determination is made regarding the downward gradient. First, a process of A × (−1) → A is performed (step S210). This is because the altitude difference (negative value) of the descending slope is determined by the absolute value.

  Next, it is determined whether or not A for the unit travel distance L (m) is larger than H (m) (step S211). If A (absolute value) is greater than H (Yes in step S211), “downward count” indicating the number of consecutive downward gradients is set to +1 (step S212). Next, it is determined whether or not the downcount is 2 (step S213). If the downcount = 2, A (absolute value) is equal to or greater than H (m) for the next unit travel distance (L). It is determined whether or not there is (step S214). If the altitude difference A is greater than H in the downward direction (Yes in step S214), since the downward count is 3 and the downward gradient is continued three times (step S215), the CPU 1 outputs a downward slope detection signal. (Step S216). Thereafter, the count is reset to 0 and the above process is repeated again.

  On the other hand, if A> H (A is an absolute value) is not satisfied for the third unit travel distance (No in step S214), that is, if it is not a predetermined downward slope, the CPU 1 monitors the next unit travel distance. Processing is performed (step S217). This is because even if the “downhill” gradient is not detected just once after the downgradation has been continued twice, it is not reflected as it is, but it is monitored to the next unit mileage with high accuracy. It is going to make a slope judgment.

  FIG. 6 is a flowchart showing the processing procedure of the next unit travel distance monitoring process. First, the altitude value (referred to as (4)) and the previous altitude value (referred to as (2)) this time (after the next unit mileage where the difference in altitude of the third unit mileage did not fall down) ) 'S altitude difference (absolute value) is greater than 0 (ie, | (4)-(2) |> 0), and the altitude difference between the current altitude value and the previous altitude value (referred to as (3)) ( (Absolute value) is greater than 0 (that is, | (4)-(3) |> 0), and the altitude difference (absolute value) between this time and the previous time (referred to as (1)) is “slope” It is determined whether or not the difference in altitude associated with the predetermined gradient set as is at least three times (ie, | (4) − (1) |> H × 3) (step S401).

  If the above condition is satisfied (Yes in step S401), the CPU 1 outputs a downhill detection signal with a downcount = 3 (step S402). FIG. 7 is a diagram schematically illustrating an example of altitude change for each unit travel distance (L) travel, and FIG. 7A illustrates the travel state described above. In other words, the 3rd gradient was not “downhill”, but the 4th gradient was “downhill”, and the altitude difference for the past 3 times was more than 3 times the altitude difference set as the “hill” threshold. Therefore, it was judged as a downhill road.

  If the above condition is not satisfied (No in step S401), then, the difference between the previous and previous altitudes is H or more in the upward direction (that is, (3)-(2) ≧ H), and the current and previous altitudes It is determined whether or not the difference is greater than or equal to H in the upstream direction (that is, (4) − (3) ≧ 0) (step S403).

  If the above condition is satisfied (Yes in step S403), the CPU 1 shifts to the determination for the next L (m) with the uplink count = 2 (step S404). FIG. 7B shows the traveling state described above. In other words, the downhill slope continued twice, but after that, the third and fourth rounds were “uphill” continuously, so the upcount was set to 2 and the judgment of the slope was made in the next judgment. .

  If the above condition is not satisfied (No in step S403), it is next determined whether only the difference between the current altitude and the previous altitude is greater than or equal to H in the upward direction (ie, (4) − (3) ≧ 0). (Step S405).

  If the above condition is satisfied (Yes in step S405), the CPU 1 sets the uplink count = 1 and proceeds to the determination for the next L (m) (step S406). FIG.7 (c) has shown the said driving | running | working condition. That is, although the downhill slope continued twice, the slope was small in the third time and became the “uphill” slope in the next fourth time, so the uphill count was set to 1 and the judgment of the slope was carried over to the subsequent judgment.

  If the above condition is not satisfied (No in step S405), it is determined that the downward gradient continued twice, but then the state of small gradient continued, so the count is reset and the next unit travel distance is determined. The process proceeds (step S407).

  Returning to the flowchart of FIG. 3, if A> H is not satisfied in step S211, or if the downcount is not 2 in step S213, it is not possible to determine the slope yet, and the altitude difference is determined for the next unit travel distance (L). In order to carry out (step S218), it transfers to step S201. This completes the gradient determination process.

  Returning to the flowchart of FIG. 2, when the gradient determination process (step S103) causes the gradient in the same direction to continue three or more times, an up or down slope detection signal is output, but whether or not the slope continues thereafter. This is performed by the slope determination process (step S104).

  FIG. 8 is a flowchart showing a detailed procedure of the slope determination process. First, the CPU 1 determines whether or not A> 0 for the altitude difference A at the time of L (m) traveling (step S501). When A> 0, it is determined that there is an upward gradient, and when A <0, there is a downward gradient. Next, it is determined whether the altitude difference A in L (m) is larger than H (m) (step S502).

  When the altitude difference A> H (Yes in step S502), the CPU 1 determines whether an uphill detection signal is currently being output (step S503). The output is continued (step S504). On the other hand, if the uphill detection signal is not being output (No in step S503), it is next determined whether or not the downhill detection signal is being output (step S507). When the output is not in progress, the upward count is incremented by 1 (step S508), and in order to determine the altitude difference for the next unit travel distance (L) (step S509), the process proceeds to step S501.

  On the other hand, if the altitude difference A> H is not satisfied (No in step S502), the CPU 1 determines whether an uphill detection signal is currently being output (step S505). A distance monitoring process is performed (step S506). This is because even if the "uphill" gradient is not detected only once during the output of the uphill detection signal, it is not reflected as it is, but it is monitored up to the next unit mileage and high-precision roadway judgment is made. It is intended to do.

  FIG. 9 is a flowchart showing the processing procedure of the next unit travel distance monitoring process. First, the altitude value (referred to as (8)) this time (after the next unit mileage in which the difference in altitude of the unit mileage did not go uphill during the output of the uphill detection signal) and the previous altitude value (( 6)) is greater than 0 (ie, | (8)-(6) |> 0), and the altitude difference between the current altitude value and the previous altitude value (referred to as (7)) is More than 0 (ie, | (8)-(7) |> 0) and the altitude difference between this time and the last time (referred to as (5)) is related to the predetermined slope set as “Slope” It is determined whether or not the difference is greater than three times the altitude difference (ie, | (8) − (5) |> H × 3) (step S601).

  If the above condition is satisfied (Yes in step S601), the CPU 1 continuously outputs the uphill detection signal (step S602). FIG. 10 is a diagram schematically showing an altitude change example for each unit travel distance (L) travel, and FIG. 10 (a) shows the travel state described above. In other words, the previous slope ((6) to (7)) was not "uphill", but the current slope is "uphill", and the altitude difference for the past three times is set as the threshold for "slope" Because it is more than three times the altitude difference, the uphill detection signal was continuously output.

  If the above condition is not satisfied (No in step S601), the CPU 1 stops outputting the slope detection signal (step S603). The difference between the previous altitude value and the previous altitude value is H or more in the downward direction (that is, | (7) − (6) | ≧ H), and the difference between the current altitude value and the previous altitude value is also H or more in the downward direction ( That is, it is determined whether or not | (8) − (7) | ≧ H) (step S604).

  When the above condition is satisfied (Yes in step S604), the CPU 1 shifts to the determination for the next L (m) with the downlink count = 2 (step S605). FIG. 10B shows the traveling state described above. That is, the slope of the previous ((6)-(7)) is not “up”, and after that, the slope is “down” twice in succession, so the output of the slope detection signal is stopped and the down count is counted. 2 and the judgment of the slope was made by the following judgment.

  If the above condition is not satisfied (No in step S604), then whether or not only the difference between the current altitude value and the previous altitude value is greater than or equal to H in the downward direction (ie, | (8) − (7) | ≧ H). Is determined (step S606).

  If the above condition is satisfied (Yes in step S606), the CPU 1 sets the downlink count = 1 and proceeds to the determination for the next L (m) (step S607). FIG. 10C shows the traveling state described above. That is, since the slope of the previous time ((6) to (7)) is not “up” but then becomes “down”, the output of the slope detection signal is stopped, and the judgment of the slope is made after the down count is set to 1. Carried over to the judgment.

  When the above condition is not satisfied (No in step S606), it is determined that the state of small slope is continued during the output of the slope detection signal, so that the count is reset and the process proceeds to the determination of the next unit travel distance (step). S608).

  Returning to the flowchart of FIG. 8, when the uphill detection signal is not being output in step S505, it is not necessary to determine whether or not to stop the output of the detection signal, so that the difference in altitude is determined for the next unit travel distance (L). (Step S509), the process proceeds to Step S501. If the downhill detection signal is being output in step S507, the process proceeds to the next monitoring process in step S515 described later.

  On the other hand, if A> 0 is not satisfied in step S501, the same determination is made regarding the downward gradient. First, a process of A × (−1) → A is performed (step S510). This is because the altitude difference (negative value) of the descending slope is determined by the absolute value.

  When the altitude difference A (absolute value)> H (Yes in step S511), the CPU 1 determines whether or not a downhill detection signal is currently being output (step S512). The output of the slope detection signal is continued (step S513). On the other hand, when the downhill detection signal is not being output (No in step S512), it is next determined whether or not the uphill detection signal is being output (step S516). When the output is not in progress, the downcount is incremented by 1 (step S517), and in order to determine the altitude difference for the next unit travel distance (L) (step S518), the process proceeds to step S501.

  On the other hand, if the altitude difference A (absolute value)> H is not satisfied (No in step S511), the CPU 1 determines whether or not a downhill detection signal is currently being output (step S514) and outputs a downhill detection signal. If so, the next unit travel distance monitoring process is performed (step S515). This is because even if the “downhill” gradient is not detected only once during the output of the downhill detection signal, it is not reflected as it is, but it is monitored up to the next unit mileage and high-precision roadway judgment is made. It is intended to do.

  FIG. 11 is a flowchart showing the processing procedure of the next unit travel distance monitoring process. First, the altitude value (referred to as (8)) this time (after the next unit mileage where the difference in altitude of the unit mileage did not become a downward slope while the downhill detection signal was output) and the altitude value of the previous time (( 6)) is greater than 0 (ie, | (8)-(6) |> 0), and the difference between this time and the previous altitude value (referred to as (7)) (absolute Value) is greater than 0 (ie, | (8) − (7) |> 0), and the altitude difference (absolute value) between this time and the previous time (referred to as (5)) is “slope” It is determined whether or not it is greater than three times the altitude difference relating to the set predetermined gradient (ie, | (8) − (5) |> H × 3) (step S701).

  When the above condition is satisfied (Yes in step S701), the CPU 1 continuously outputs the downhill detection signal (step S702). FIG. 12 is a diagram schematically showing an example of altitude change for each unit travel distance (L) travel, and FIG. 12 (a) shows the travel state described above. In other words, the previous slope ((6) to (7)) was not “downhill”, but the current slope is “downhill”, and the altitude difference for the past three times is set as the threshold value for “slope”. Because it is more than three times the altitude difference, the downhill detection signal was continuously output.

  If the above condition is not satisfied (No in step S701), the CPU 1 stops outputting the slope detection signal (step S703). The difference in altitude between the previous time and the previous time is higher than H in the upward direction (ie, (7) − (6) ≧ H), and the difference in altitude between this time and the previous time is also higher than H in the upward direction (ie, (8) − It is determined whether (7) ≧ H) (step S704).

  If the above condition is satisfied (Yes in step S704), the CPU 1 shifts to the determination for the next L (m) with the uplink count = 2 (step S705). FIG. 12B shows the traveling state described above. That is, the slope of the previous time ((6) to (7)) is not “down”, and since then, it has become “up” twice in succession, so the output of the slope detection signal is stopped and the up count is counted. 2 and the judgment of the slope was made by the following judgment.

  If the above condition is not satisfied (No in step S704), it is next determined whether or not only the difference between the current altitude and the previous altitude is greater than or equal to H in the upward direction (that is, (8) − (7) ≧ H). (Step S706).

  If the above condition is satisfied (Yes in step S706), the CPU 1 shifts to the determination for the next L (m) with the uplink count = 1 (step S707). FIG. 12C shows the traveling state described above. That is, the slope of the previous time ((6) to (7)) is not “downhill” but then “uphill”, so that the output of the slope detection signal is stopped and the slope count is set to 1 to determine the slope after that. Carried over to the judgment.

  If the above condition is not satisfied (No in step S706), it is determined that the state of small slope is continued during the output of the slope detection signal, so that the count is reset and the process proceeds to determination of the next unit travel distance (step). S708).

  Returning to the flowchart of FIG. 8, when the downhill detection signal is not being output in step S514, it is not necessary to determine whether or not the output of the downhill detection signal is stopped, so that the altitude difference is determined for the next unit travel distance (L). (Step S518), the process proceeds to Step S501. In addition, when the uphill detection signal is being output in step S516, the process proceeds to the next monitoring process in step S506 described above.

  By the way, when passing through a tunnel or the like, there is a case where a steep gradient that is not normally possible due to a disturbance in atmospheric pressure may be detected as an abnormal value. The noise processing is preferably performed before the gradient determination in the gradient determination processing (for example, a point indicated by “A” in the flowchart of FIG. 3). FIG. 13 is a flowchart showing a detailed procedure of the noise removal process.

  First, the CPU 1 determines that the calculated altitude difference (or its absolute value) A exceeds the altitude difference Hn related to the threshold value (which is set to 20% in the present embodiment) as an abnormal value of the gradient. It is determined whether or not (step S801). If not exceeded (Yes in step S801), it is determined that the gradient value in the unit travel distance is not abnormal, the noise count is reset (step S802), and the process returns to the gradient determination process.

  On the other hand, if it exceeds (No in step S801), the gradient value in the unit travel distance is not adopted as being abnormal, and the noise count is incremented by 1 (step S803). Next, it is determined whether or not noise count = 3 (step S804). If not 3, the process proceeds to altitude difference determination for the next L (m) (step S805). On the other hand, when the noise count is 3, it is determined that this is not an abnormal value but a steep slope, and the process returns to the gradient determination process. By the above noise processing, erroneous detection due to abnormal atmospheric pressure can be prevented, and highly accurate slope detection can be performed.

  Furthermore, in the present invention, in the slope determination process, the value of the slope that is determined during the output of the slope detection signal may be changed as appropriate. For example, once it is determined that the road is a hill, the allowable value of the gradient after that can be relaxed so that a relatively long hill can be detected accurately. In this case, the slope gradient changing process is preferably performed at the beginning of the slope determination process (for example, a point indicated by “B” in the flowchart of FIG. 8).

  FIG. 14 is a flowchart illustrating a detailed procedure of the slope determination gradient changing process. First, the CPU 1 determines whether or not a slope detection signal is currently being output (step S901). If the output is in progress, the gradient threshold set as a slope is changed (step S902). For example, in the present embodiment, when the slope detection signal is being output, the first threshold (2.5%) is set to be relaxed to 1.2%. By this change processing, more flexible slope detection can be performed.

  In the present embodiment, the slope determination is determined based on the gradient of the past three times. However, the number of determinations is not limited to three, and may be two or four or more. Moreover, it is preferable that a user can set freely.

  As described above in detail, according to the slope detection device of the present invention, since the same slope is detected three times in the same direction at the unit travel distance, it is detected that the slope is “slope”. It is also high when the pressure indication changes greatly instantaneously by installing it in the car and raising and lowering the window glass while driving, or opening the window glass to pass the oncoming car or passing through the tunnel. The slope can be detected with high accuracy. Therefore, operation management and driver evaluation can be performed appropriately.

The circuit block diagram of the slope detection apparatus in embodiment of this invention The flowchart which shows the slope detection operation | movement procedure of the slope detection apparatus in embodiment of this invention Flow chart showing detailed procedure of gradient determination processing Flow chart showing the procedure of the next unit mileage monitoring process A diagram showing an example of altitude change for each unit mileage Flow chart showing the procedure of the next unit mileage monitoring process A diagram showing an example of altitude change for each unit mileage The flowchart which shows the detailed procedure of slope judgment processing Flow chart showing the procedure of the next unit mileage monitoring process A diagram showing an example of altitude change for each unit mileage Flow chart showing the procedure of the next unit mileage monitoring process A diagram showing an example of altitude change for each unit mileage Flow chart showing detailed procedure of noise removal processing The flowchart which shows the detailed procedure of change processing of slope judgment gradient Diagram for explaining the relationship between horizontal distance and mileage on slopes

Explanation of symbols

1 CPU
3 Barometric pressure sensor 7 Speed signal input 10 Up signal output 11 Down signal output

Claims (8)

An altitude calculation step for calculating an altitude every time a predetermined unit mileage is traveled based on barometric pressure data acquired from an atmospheric pressure sensor;
A gradient calculating step for calculating a gradient of the road surface during traveling based on the difference between the altitude calculated in the previous altitude calculating step and the altitude calculated in the present calculating step and the unit travel distance;
A slope detection step that counts the number of times the slope is calculated in the slope calculation step, and determines that the running road surface is a slope when the slope is continuously within a predetermined range a predetermined number of times;
I have a,
In the slope detection step, when it is determined that the running road surface is a slope, the predetermined range after the determined time is changed . In the slope detection step, when the gradient calculated in the gradient calculation step is not within the predetermined range only for the predetermined number of times, the gradient calculated in the next gradient calculation step is the predetermined gradient. When it is within the range, it is determined that the running road surface is a slope,
The slope detection method according to claim 1, wherein: In the slope detection step, the gradient calculated in the next gradient calculation step is within the predetermined range, and the average value of the gradient calculated in the gradient calculation step for the predetermined number of times in the past is When it is within the predetermined range, it is determined that the running road surface is a slope.
The slope detection method according to claim 2, wherein:   4. The method according to claim 1, wherein in the slope detection step, when the gradient calculated in the gradient calculation step is larger than an upper limit value of the predetermined range, the predetermined number of times is not counted. 5. The described slope detection method. An atmospheric pressure sensor;
Based on the atmospheric pressure data input from the atmospheric pressure sensor, a control unit that determines whether or not the running road surface is a slope,
With
The control unit calculates an altitude every time the vehicle travels a predetermined unit travel distance based on the atmospheric pressure data acquired from the barometric sensor, the difference between the previously calculated altitude and the altitude calculated this time, and the unit travel distance Based on the above, the slope of the running road surface is calculated, the number of times the slope is calculated is counted, and when the slope is within a predetermined range for a predetermined number of times, the running road surface is a slope. judgment, if the road surface during traveling is determined to be hill, slope detection device and changes the predetermined range after the time of the said judgment. When the calculated slope is not within the predetermined range only for the predetermined number of times, and the slope to be calculated next time is within the predetermined range, the running road surface is a slope. judge,
The slope detection apparatus according to claim 5 , wherein: When the slope to be calculated next time is within the predetermined range and the average value of the slopes calculated for the predetermined number of times in the past is within the predetermined range, the running road surface is a slope. To determine,
The slope detection apparatus according to claim 6 . The slope detection device according to any one of claims 5 to 7 , wherein the control unit does not count the predetermined number of times when the calculated gradient is larger than an upper limit value of the predetermined range.

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