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Driving coach: A smartphone application to evaluate driving efficient patterns

Conference Paper · June 2012

DOI: 10.1109/IVS.2012.6232304

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 Driving Coach: a Smartphone Application to
Evaluate Driving Efficient Patterns
Rui Araújo, Ângela Igreja, Ricardo de Castro, Rui Esteves Araújo
Faculdade de Engenharia da Universidade do Porto
Rua Dr. Roberto Frias, 4200-465 Porto, Portugal
{ee08281, ei08164, de.castro, raraujo}@fe.up.pt
Abstract—In spite of several technical advances made in recent
years by the automotive industry, the driver’s behaviour still
influences significantly the overall fuel consumption. With the
rise of smartphones adoption, there are also new opportunities
to increase the awareness to this issue. The main aim of this
paper is to present a new smartphone application that will help
drivers reduce the fuel consumption of their vehicles. This is
accomplished by using the smartphone’s sensors and the vehicle
state to detect the driving pattern and suggest new behaviours
in real time that will lead to a more efficient driving experience.
The preliminary results show the potential for significant energy
savings and their relevance for changing the drivers’ behaviour.
I. I NTRODUCTION
Nowadays, the efficient utilization of energy resources as-
sociated with the transportation of people and goods has been
of great concern among government agencies, industry and
society in general. The increasing costs of fossil fuels, together
with environmental problems and atmospheric pollution, has
encouraged the development and marketing of energy efficient
vehicles, using strategies such as: (i) reducing the rolling
resistance of tires, (ii) reducing mass and the aerodynamic
drag factor of the vehicle, (iii) increase the energy efficiency
of the vehicle powertrain (engine, transmission, etc.), (iv)
hybridization of the vehicle through the electric propulsion,
etc.
In spite of these technical improvements, the efficiency of
the vehicle is still highly dependent on the driver’s behaviour.
For example, recent studies conducted by Toyota show that
driving style could affect the vehicle’s energy consumption
up to 20% [1]. Although the drivers have been alerted for
these issues during their driving lessons [2], practical tools to
monitor and classify the driving style from the point of view of
energy consumption are still needed. Furthermore, it would be
highly beneficial to the driver training if the identification of
the incorrect behaviour is performed in real time. To fill this
gap we propose in this paper the driving coach application,
which is capable of advising and teaching the driver to follow
efficient driving patterns.
The always-increasing processing capacity of smartphones,
coupled with its wireless communications features, has stimu-
lated the recent development of new applications and services
for the automobile. From the safety perspective, low-cost
warning systems for lane departure [3] and identification of the
driver aggressiveness [4] represent recent examples of how the
smartphones capabilities can be used to reduce road casualties.
For the cases where an incident is unavoidable, a black box
like recorder [5] is helpful to estimate the accident severity,
and to disseminate this information among other users to avoid
traffic jams [6]. The increase of the vehicle energy efficiency
is another area where mobile devices can be providential.
For example, reference [7] exploits the information about the
schedule of the traffic signals, acquired locally by cameras
and shared with others drivers, to modify the vehicle speed and
avoid the inefficient stop-and-go pattern. On the planning level,
the smartphone can also be employed to devise fuel-efficient
routes [8]. The application developed in this article shares the
same goals as [7] and [8], but will put more emphasis on
coaching the driver, and its behaviour, to systematically reduce
the fuel consumption.
II. OVERVIEW OF THE A PPLICATION
As depicted in Figure 1, the driving coach application is
divided into three main layers. On the lower level there is a
block, called device driver, which is responsible for collecting
the vehicle state (speed, fuel consumption, acceleration, etc.)
through sensors embedded in the smartphone (e.g. GPS) and
from the vehicle CAN bus. The acquired data will then be used
to extract features and driving statistics, helpful to classify the
vehicle’s fuel efficiency and the driver behaviour. Finally, the
graphical interface provides to the driver the results of the
driving evaluation, and suggests, in real-time, some hints for
reducing the fuel consumption.
A. Sensors Input
The vehicle state is acquired from the CAN bus, through
an OBD-II ( On-Board Diagnostics) Bluetooth adapter. Since
the communication protocols with the vehicle are not the main
aim of this project, we employed a low-cost application, called
Torque Pro [9], to perform the data acquisition. The ultimate
goal of this module is to obtain (over a given time window)
the following variables:



N
D= v[i], a[i], h[i], t[i], c[i], r[i] (1)
i=1
where v [km/h] is the speed, a [g] the acceleration, h [m] the
altitude, t [%] the throttle signal, c [l/100km] the instant engine
fuel consumption, r [rpm] the engine rotations; N represents
the number of sampling instants. In practise, D may represent
 Android (P1) Driving Condition: to properly evaluate the fuel
v

Driver Interface and “Coaching”

t
efficiency is essential to identify the vehicle driving condition,
which is carried out in this work through the mapping:
i) Features extraction h1 : F −→ {U, H, C} (3)
ii) Classification of driving efficiency Datalogging
iii) Generate driving hint
where U , H e C represents ”urban”, ”highway” and ”com-
velocity, acceleration,
fuel/ energy consumption, bined” driving conditions, respectively.
throttle, brake
ACC. (P2) Evaluation of the Fuel Consumption: employs the
GPS
Device Driver information on the driving condition, as well as the reference
consumption metrics (c∗u , c∗h , c∗c ), to classify the fuel consump-
tion of the vehicle in scale from 1 (very poor consumption)
Bluetooth
to 4 (very good consumption):
Vehicle
OBD-II
h2 : F × h1 (F) × (c∗u , c∗h , c∗c ) −→ [1, 4] ⊂ R (4)

CAN
(P3): Driving Hint: is responsible for providing the driver
UMI Motor
Control
bus with a recommendation to reduce the fuel consumption of the
...
Unit
vehicle:
Throttle, Brake, ... Inertial
measurement unit
h3 : F × h1 (F) × h2 (F) −→ {H1 , H2 , . . . , Hnh } (5)
Figure 1. Block diagram of the proposed application. where H1 , H2 , . . . , Hnh represents a list of possible hints.
Table I III. M ETHODOLOGY
C ONSUMPTION METRICS PROVIDED BY THE VEHICLE MANUFACTURER . This section will present the methodology adopted to solve
Consumption Indicator [l/100km] Driving Condition the three classification problems (P1, P2 and P3) aforemen-
c∗u urban tioned.
c∗h highway
c∗c combined A. Driving condition (P1)
According to [10], the most important features for identi-
fying the driving condition of the vehicle (problem P1) are:
the state of the vehicle in a window of ∆ seconds of the (hvi, a, a, Idl). In order to simplify the implementation of this
vehicle operation (in this work we adopted ∆ = 200s). classifier on the smartphone, where processing capabilities are
limited, we will start by considering only a subset of the
B. User Inputs aforementioned features: hvi and Idl; the training set is based
For reasons that will be clear later on, the energy/fuel on the following well-known driving cycles [11]:
consumption metrics provided by the vehicle manufacturer • U (Urban): ECE15, Artemis Urban, NYCC, INRETS
(see Table I) are used in this work as benchmark values. In URB-FL3, INRETS URB1
other words, these values serve as a basis of comparison to • H (Highway): Artemis Motorway, INRETS AutoRoute1,
infer whether the vehicle is consuming too much or too little INRETS AutoRoute2
energy (or fuel). • C (Combined): Artemis Road
Next, these cycles were divided into sub-sections of 200s
C. Feature Extraction
and the features F extracted. From these, the average speed
Generally it is not very practical to work directly in the raw and idle time are represented in Figure 2. Inspecting these
data D; it is more convenient to extract a set of properties results one can find a very reasonable degree of separation
to summarize\characterize the input data. Toward that aim, between the classes U and H; the distinction between C/U
the raw data D is mapped to a set of feature through the and C/H is also possible, even if some outliers may be present.
relation: g : D −→ F, where F ∈ Rnf represents the set of Looking more closely to the two features under consideration,
nf characteristics: hvi and Idl, we can further conclude that the vehicle average
speed represents enough information to identify the driving
F = {hvi, v, v, hai, a, a, hci, c, c, hti, t, t, hri, r, r, Idl}, (2)
conditions of the vehicle. Accordingly, the implementation of
hxi, x and x are the average, minimum and maximum opera- h2 classifier is performed in this work through the following
tors, respectively; Idl is the percentage of time that the vehicle linear discriminant:
is stopped. 

 U if hvi ≤ vth1
D. Classification Stage

h1 (F) = C if vth1 < hvi ≤ vth2 (6)
Based on the information extracted from the above set 

H if hvi > vth2

of features, the driving coach application will employ the
following classifiers: where vth1 = 45 km/h and vth2 = 85 km/h are thresholds.
 150
VLOW LOW HIGH VHIGH

Degree of membership
1
0.8
0.6
100

<v> [km/h]
0.4
0.2
0
50 0 20 40 60 80 100
idle [%]

VLOW LOW HIGH VHIGH

Degree of membership
1
0.8
0
0 20 40 60 80 100 0.6
% idle time 0.4
0.2
0
Figure 2. Training data for P1 (blue=Urban, red=Highway, black=Combined) 0 1 2 3 4 5 6
and possible decision surfaces. #S G

VLOW LOW HIGH VHIGH

Degree of membership
1
0.8

VLOW 0.6
LOW HIGH VHIGH
1
Degree of membership

0.4
0.8
0.2
0.6
0
0.4 0 1 2 3 4 5 6
0.2 #S A , #S B

0
0 0.5 1 1.5
NC
(a) inputs
VPOOR POOR GOOD VGOOD
1
Degree of membership

0.8 VUNLIKELY UNLIKELY LIKELY VLIKELY

1

Degree of membership
0.6 0.8
0.4 0.6
0.2
0.4
0
0.2
1 1.5 2 2.5 3 3.5 4
h 0
2
0 20 40 60 80 100
p [%]

Figure 3. Membership functions for problem P2 (fuel consumption evalua- (b) hint likelihood
tion); NC=Normalized consumption, h2 is the evaluation of fuel consumption.
Figure 4. Membership functions for problem P3 (driving hint). Idle = % of
time the vehicle is stopped; #S G the number of excessive gearshifts, #S A
and #S G represent the number of excessive accelerations and decelerations,
B. Fuel Consumption Evaluation (P2) respectively.
After determining the driving conditions, we will build in
this section a simple classifier to evaluate the fuel consumption
of the vehicle. Given the complexity of the problem (note that where the membership functions for output h2 , the fuel
the P2 classification depends on the type of vehicle, type of consumption rating, are defined as: very poor (VPOOR),
driving condition and many other factors difficult to model) the poor, good and very good (VGOOD) consumption metric (see
proposed approach will attempt to replicate the way a human Figure 3). Finally, since the result of the h2 evaluation must
evaluates the energy consumption of the vehicle. Since this be ultimate transmitted to the driver, a crisp value must be
evaluation is normally conducted taking into consideration the generated by the classifier; toward that aim, we adopted a
consumption data provided by the vehicle manufacturer, the center-average defuzzification [12].
normalized consumption (NC) metric will be used in this work
as a benchmark value: C. Driving Hint (P3)
hci The last problem, P3, aims to identify, in real time, hints
N C = ∗ , k = h1 (F) (7)
ck that could help the driver improve his driving pattern and
fuel consumption. As a starting point, consider a finite list
where k ∈ {U, H, C} represents the driving condition identi-
of possible suggestions that can be shown to the driver:
fied by classifier h1 , and c∗k the average consumption supplied
by the manufacturer. H1 , H2 , . . . , Hnh
Using NC as the main input, the fuel consumption eval-
uation will be performed in three steps. Firstly, the NC is Based on the current vehicle state, driving conditions (h1 (.) )
converted into a fuzzy value, using for this purpose four and fuel consumption evaluation h2 (.), we intend to determine
membership functions: very low (VLOW), low, high and very which of the hints Hi is the most pertinent. This decision will
high (VHIGH) fuel consumptions (see Figure 3). Secondly, be performed in a two-step process. Firstly, the likelihood
the fuel consumption evaluation is carried out with the help of each hint will be evaluated with fuzzy logic; for that
of the following fuzzy logic: purpose, four membership functions will be used: very likely
• R1: if (NC is VLOW) then (h2 is VGOOD) (VLIKELY), likely, unlikely and very unlikely(VUNLIKELY)
• R2: if (NC is LOW) then (h2 is GOOD) - see Figure 4(b). In the second step, the likelihood of each
• R3: if (NC is HIGH) then (h2 is POOR) hint will be defuzzified into crisp values (pi ∈ [0, 1]), and the
• R4: if (NC is VHIGH) then (h2 is VPOOR) one with the highest (crisp) value will be shown to the driver.
 Table II
F UZZY RULES FOR EVALUATING THE LIKELIHOOD OF THE DRIVING HINTS observation, we can identify the time-instants where an ”up
shift” happened:
(a) Evaluation of hint H1 (b) Evaluation of hint H2 
h2 H1 Idl H2 S = j ∈ {2, . . . , N }, s.t. δr[j − 1] ≤ −∆r (9)
VGOOD LIKELY VHIGH VLIKELY
GOOD LIKELY HIGH UNLIKELY where ∆r is a constant ( 500 rpm/s in this work), and evaluate
POOR LIKELY LOW VUNLIKELY if the gear shift exceed the recommended limit r:
VPOOR UNLIKELY VLOW VUNLIKELY

(c) Evaluation of hint H3 (d) Evaluation of hint H4 S G = j ∈ S, s.t. r[j] ≥ r (10)
#S G H3 #S A H4
VHIGH VLIKELY VHIGH VLIKELY Having the number of excessive gearshifts (#S G ) we can
HIGH VLIKELY HIGH VLIKELY now employ simple fuzzy logic, described in Table II(c) and
LOW LIKELY LOW UNLIKELY Figure 4(a), to infer the likelihood of hint H3 .
VLOW VUNLIKELY VLOW VUNLIKELY
4) H4 = ”Accelerating too high”: another useful hint
(e) Evaluation of hint H5
to improve the fuel economy is to smoothly accelerate the
#S B H4
VHIGH VLIKELY
vehicle until it reaches the desired cruising speed [1], [2].
HIGH VLIKELY With this suggestion in mind, consider the existence of an
LOW UNLIKELY upper acceleration value a, which is the limit for an efficient
VLOW VUNLIKELY
driving ( e.g. [15] suggests a = 2 m/s2 ). Furthermore, consider
also the number of times the vehicle exceeded the threshold
a, over windows of ∆T samples (15s in this work):
Given the high number of hints that the driver can receive, 
SA = k ∈ [∆T, 2∆T, . . . , N∆ ∆T } s.t.
in what follows we will concentrate our attention on the
suggestions that are typically recommended during ecodriving ∃j ∈ [k − ∆T, k], a[j] > a (11)
courses [1], [2], [13], [14], such as: where N∆ ∆T is temporal length of the evaluation. As shown
• H1 : none to point, perfect; in Table II(d), the number of excessive accelerations (#S A )
• H2 : switch off engine, vehicle is stopped for more than will be the main source of information to infer the (fuzzy)
x minutes [1], [2]; likelihood of hint H4 .
• H3 : shift gear earlier [1], [2], [13]; 5) H5 = ”Deceleration too high”: this hint can be imple-
• H4 : accelerating too high [1], [15] mented similarly to H4 , but considering a lower threshold a,
• H5 : deceleration too high [1], [15] which is the deceleration limit for an efficient braking (e.g.
• H6 : use more coasting [2]; [15] suggests a = −3m/s2 ). Table II(e) contains the fuzzy
• H7 : too aggressive on throttle [13]; rules for evaluating this suggestion, where S B is the number
• H8 : reduce speed [1]. of excessive decelerations, calculated similarly to (11).
Due to space constraints, only the first five hints will be 6) Hint Selector: After evaluating the likelihood of each
explained here. hint, the final step consists in selecting the most appropriate
1) H1 = ”nothing to point”: the likelihood of the first (non) suggestion to show to the driver. To that end, the (fuzzy)
hint, is relatively easy to evaluate, using, for example, the fuel likelihood values are defuzzified, with the help of a center-
consumption rating (see Table II(a)). average method, generating a set of crisp values:
2) H2 = ”switch off engine”: this hint can be straightfor- p1 , p2 , . . . , pnh (12)
wardly assessed using the idle time feature, calculated in (2),
(see fuzzy logic in Table II(b) and the fuzzy sets considered where pi corresponds to the (crisp) likelihood of the hint
for the Idl variable in Figure 4(a)) Hi , i = 1, . . . , nh . Naturally, the suggestion with highest
3) H3 = ”shift gear early”: according to references [1], likelihood:
 
[2], gear shifting before the engine reaches r = 2500 rpms Hi∗ = arg maxi∈{1,...,nh } pi (13)
(r = 2000rpms in the case with diesel engines) is highly
beneficial to improve the energy efficiency of vehicles with will be the one shown to the driver.
manual transmission. As the gear shift information is not
available in all vehicles, it becomes necessary to infer this IV. I MPLEMENTATION AND E XPERIMENTAL E VALUATION
event using only the engine’s revs. To this end, consider the The smartphone used to test and develop the application was
discrete derivative of the signal r: a Samsung Nexus S paired with an unbranded Bluetooth OBD-
II adapter available in several online retailers for a low price.
r[k] − r[k − 1]
δr[k] = , k = 2, . . . , N (8) Developing for a smartphone is very different of developing
Ts
for a general-purpose computer, as there are more constraints,
where Ts is the sampling rate. It is a well-known fact that such as, memory available for each application, processing
a gear change introduces a significant discontinuity in the power and energy consumption. An Android program is also
signal r, resulting in high values of |δr|. Based on this different from a regular C/C++ program where there is usually
 report Logger report Torque
Activities
connection Service ECU Service
status data

stores retrieves data for stores

profiles evaluation logging data

SQLite DB

Figure 5. Architecture of the Android application.

one entry point, in Android, applications are constituted by

components, which the two most important for our use case
(a) (b)
are the Activity and the Service. The Activity class is the base
for any graphical class, and the Service is used for background
tasks, the main differences between these two is that while
the Activity code stops executing as soon the user starts using
another application, the Service is allowed to continue until
explicitly stopped.
The application was divided between services and several
activities (see Figure 5). The activities were in charge of
several secondary tasks, such as setting up the profile and
checking the previous reports, and the main one as to advise
the driver with helpful tips and useful data that may not be
present on his dashboard. As these components are only active
and running when the user has the application visible, they
are not used to do the logging and to execute the evaluation
algorithms (i.e. h1 , h2 and h3 classifiers). For these latter
tasks, we created a service that runs in the background; it
(c) (d)
is responsible for requesting data at a fixed interval and to
store it, in a way that is easily available to the graphical Figure 6. Graphical interface provided by the driving coach application.
components. There is also another service provided by Torque
Pro program [9] which is connected to our application and
from which we request new data from the car’s ECU. Reports, shows recent reports produced at the end of each trip,
with a summary of the driving history.
A. Graphical Interface B. Experimental Validation
In this section, it is presented the prototype of the appli- For preliminary evaluation of the proposed application,
cation’s graphical interface, especially the design of the main several driving tests were conducted in a minivan vehicle
features. There are four main views (see Figure 6): Profiles, (Volkswagen Sharan) with diesel engine. From these results, a
Monitor, Stats and Reports. The first view, Profiles, has a list typical journey of 4000s was selected for analysis and depicted
with the different profiles of the registered cars. The user can in Figure 7. As can be seen in the top plot, this representative
add a new profile using the icon in the upper right corner. journey covers different driving conditions (Urban, Combined
The profile has relevant data for the classification of the car’s and Highway), which are correctly recognized by the h1
driving style, such as the consumption for each driving cycle classifier. Next, inspecting the normalized consumption N C
supplied by the car manufacturer; only one profile can be of the vehicle, one can also find that, throughout the trip,
active at the same time. The second view, Monitor, is the this indicator presents frequently a low value, which induces
interface for the trip’s monitor. The classification and the good rating evaluations: the h2 classifier is often close to the
tips for the driver, resulting from the classifiers h2 and h3 , maximum rating (four). The degradation in the fuel efficiency
respectively, are displayed here; in the bottom of the screen, is mainly concentrated in the zones where the normalized
there is a list with the instantaneous and average values of consumption N C raises considerably above one (e.g. around
most important variables, which are updated in real time 500, 1500, 3400s). It is interesting to note that during these
such as, speed, throttle and fuel consumption. The third view, periods, generally related with vehicle’s strong accelerations,
Stats, presents the cumulative statistics of the several variables the driving coach application recommends gear shifting with
monitored by the application while travelling. The last view, lower engine revs (hint 3), and to be more smooth on the
 V. C ONCLUSIONS
150 v In this paper, a smartphone application for evaluating the
<v>
driving fuel efficiency was presented. The proposed method
speed [km/h]

100 h1
relies on three fundamental modules. The first module is
h1=H
50 responsible for detecting the driving conditions of the vehicle
h1=U
h1=C
using, for this purpose, a linear discriminant based on the vehi-
0
500 1000 1500 2000 2500 3000 3500 4000
cle velocity. This identified driving condition, together with the
consumption metrics, serves as the main inputs for the second
4000 module: a fuzzy-evaluator of the vehicle fuel consumption.
3000 With the intention of improving the driver pattern behaviour
and the vehicle fuel efficiency, the third module determines,
r [rpm]

2000
in real-time, a useful suggestion to be shown to the driver.
1000 Implementation and experimental validation in an Android
0 smartphone was also performed. As future work, we intend
500 1000 1500 2000 2500 3000 3500 4000
to evaluate the impact on the vehicle fuel consumption of
20 c coaching the driver with the fuel-efficient hints.
comsump. [l/100km]

<c>
15 ck* R EFERENCES
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