JP5245876B2 - Eco driving support device, eco driving support method - Google Patents

Description

  The present invention relates to an eco-driving support device that outputs advice for guiding a driver to eco-driving, and more particularly to an eco-driving support device and an eco-driving support method that can communicate with a subsequent vehicle.

  It is known that even if the vehicle travels the same distance depending on the driving mode of the vehicle, the consumed fuel is different. In other words, this means that there is a driving mode that reduces energy consumption, and such a driving mode is recommended as, for example, eco driving. Eco driving varies depending on the driving conditions, and refers to driving modes such as careful acceleration, stable vehicle speed, and low vehicle speed.

  Therefore, a technique for evaluating a driver who has made an eco-drive has been considered (for example, see Patent Document 1). Patent Document 1 discloses an energy-saving driving evaluation device that detects whether or not an energy-saving driving state is detected from an engine speed or the like, and evaluates the user's efforts for eco-driving based on the duration of the energy-saving driving state. .

  In addition, a technique for encouraging the driver to eco-drive is considered (for example, see Patent Document 2). Patent Document 2 discloses a fuel efficiency improvement driving advice device that provides advice to the driver in a notification mode that is easy for the driver to observe when the accelerator operation is not performed in a range where the fuel efficiency is good. .

  In addition, a technique for encouraging eco-driving not only according to the driving mode of the host vehicle but also according to the traveling state of the preceding vehicle has been considered (for example, see Patent Document 3). Patent Document 3 advises the driver to overtake the preceding vehicle when it is detected that it is better to overtake the preceding vehicle on the basis of the traveling state of the preceding vehicle obtained from the inter-vehicle communication. A navigation device is disclosed.

  By the way, the technique which avoids the abnormal approach with a following vehicle by using vehicle-to-vehicle communication is considered (for example, refer patent document 4). In Patent Document 4, the behavior information of the preceding vehicle transmitted from the preceding vehicle is received and a warning is given to the driver of the following vehicle, while at least one of the behavior information regarding the preceding vehicle or the behavior information regarding the own vehicle is provided. A subsequent vehicle warning method is disclosed for transmitting to the following vehicle.

Japanese Patent Laid-Open No. 2005-016443 JP 2008-088844 A JP 2005-098749 A Japanese Patent Application Laid-Open No. 07-044800

  However, as disclosed in Patent Document 1 or 2, if the driver is advised to promote eco-driving, the vehicle speed of the host vehicle is often reduced by eco-driving, so the inter-vehicle distance with the following vehicle is shortened. There is a problem that it ends up. The navigation device described in Patent Document 3 can promote eco-driving according to the traveling state of the preceding vehicle, but the same problem arises because the relationship with the following vehicle is not taken into consideration. With regard to this point, Patent Document 4 can transmit the behavior information of the host vehicle to the following vehicle, but no consideration is given to eco-driving.

  In view of the above problems, an object of the present invention is to provide an eco-driving support device and an eco-driving support method capable of eco-driving in consideration of the presence of a following vehicle.

In view of the above problems, the present invention is based on the vehicle behavior information including the accelerator opening or the engine speed of the vehicle, when it is in the eco-drive when a accelerator operation that good fuel economy is expected, the accelerator and eco-driving determination unit determines that not in eco-driving if not the operation, the case where it is determined that the said eco-driving by the eco-drive judging section, to the following vehicle to the eco-driving in information indicating that said is in the eco-driving eco operation comprising transmitting means for transmitting, and the eco-drive support device mounted on the following vehicle, the occupant of the following vehicle, the notifying that the vehicle is in the eco-drive, characterized in that A support device is provided.

  The eco-driving support device installed in the succeeding vehicle informs the occupant of the succeeding vehicle that the host vehicle is eco-driving, so that the driver of the succeeding vehicle recognizes that the preceding vehicle is eco-driving. it can.

  An eco-driving support device and an eco-driving support method capable of eco-driving in consideration of the presence of the following vehicle can be provided.

It is an example of the figure explaining the outline of an eco-drive assistance device. It is an example of a functional block diagram of an eco-driving system. It is a figure which shows an example of the map for determining whether it is carrying out eco driving. It is a figure which shows an example of the message displayed on the display apparatus of the succeeding vehicle. It is a figure which shows an example of the advice which promotes eco-driving. It is an example of the figure which illustrates calculation of compliance rates A and B typically. It is an example of the figure which shows the conversion table of compliance rate A and B and a point. It is an example of the flowchart figure which shows the procedure in which the eco-driving support apparatus outputs advice. It is an example of the flowchart figure which shows the procedure which a center gives a point. It is a figure explaining the suitable modification of the eco-driving assistance apparatus.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.
FIG. 1 is an example of a diagram illustrating an outline of an eco-driving support device 100 of the present embodiment. The eco-driving support device 100 has the following features.
(1) The eco-drive assist device 100 determines whether or not the host vehicle and the following vehicle are abnormally approached based on the following vehicle information of the following vehicle received by inter-vehicle communication. If it is determined that the vehicle is approaching abnormally, the eco-driving information for notifying that eco-driving is being performed is transmitted to the following vehicle. By doing so, the driver or the occupant of the following vehicle (hereinafter referred to as “driver” without distinguishing both) can drive the following vehicle so as to maintain the inter-vehicle distance from the preceding vehicle. The “own vehicle” corresponds to a “preceding vehicle” when viewed from the following vehicle (own vehicle = preceding vehicle).

  In addition, the navigation ECU (Electronic Control Unit) 14 outputs an advice that encourages the eco-driving to the meter ECU when the driver of the own vehicle is not eco-driving and there is no fear of abnormally approaching the following vehicle. Request. Thereby, for example, advice for promoting eco-driving is displayed on the meter panel. The advice for promoting eco-driving is output only when there is no fear of abnormally approaching the following vehicle, so that it is possible to prevent the distance between the following vehicle and the host vehicle from becoming even shorter.

Further, the navigation ECU 14 displays a fuel efficiency improvement display indicating that the driver is eco-driving, for example, on the meter panel while the driver is eco-driving. Further, the navigation ECU 14 displays, for example, on the meter panel a low fuel consumption display indicating that the driver is not eco-driving while the driver is not eco-driving. By doing so, the driver can always grasp whether or not the vehicle is currently eco-driving and can make an effort to eco-driving, so that the fuel consumption can be improved.
(2) The eco-driving support device 100 transmits the degree of eco-driving by the driver (the compliance rate A and the compliance rate B described later) to the center 15. For this reason, the navigation ECU 14 acquires vehicle behavior information such as the accelerator opening from the engine ECU 13, and calculates the compliance rate from the vehicle behavior information.

  The center 15 gives points for each vehicle or each occupant based on the compliance rates A and B. The driver can exchange this point for, for example, goods or services, or use the points for discounts. By giving the driver points according to the degree of eco-driving, the driver can be motivated to continue eco-driving.

  FIG. 2 shows an example of a functional block diagram of the eco-driving system 300. In FIG. 2, the same parts as those in FIG. The eco-driving system 300 includes an eco-driving support device 100 for the host vehicle, an eco-driving support device 200 for the following vehicle, and a center 15. Among these, the eco-driving support device 100 for the own vehicle and the eco-driving support device 200 for the following vehicle have the same configuration, but FIG. 2 shows functional blocks necessary for explanation. For this reason, the eco-driving support device 100 of the host vehicle determines whether the meter ECU 11 that displays advice, the engine ECU 13 that detects vehicle behavior information, the inter-vehicle communication device 12 that performs inter-vehicle communication with the following vehicle, and whether or not eco-driving is being performed. In addition, the navigation ECU 14 determines whether there is a possibility of abnormally approaching the following vehicle. Further, the eco-driving support device 200 for the following vehicle includes a vehicle-to-vehicle communication device 16 that performs vehicle-to-vehicle communication with the host vehicle and a vehicle control unit 46 that performs vehicle control such as displaying eco-driving information.

  The meter ECU 11, the engine ECU 13, the inter-vehicle communication device 12, and the navigation ECU 14 are connected via an in-vehicle LAN such as a CAN (Controller Area Network) or a Flexray. The meter ECU 11, the engine ECU 13 and the navigation ECU 14 have a computer having a CPU, a ROM, a RAM, an EEPROM, a nonvolatile memory, an ASIC (Application Specific Integrated Circuit), a CAN communication unit, an input / output interface, and the like. Each functional block shown in FIG. 2 is realized by the CPU executing a program stored in the EEPROM or by hardware such as an ASIC. That is, each functional block is realized by cooperation between software and hardware.

  The navigation ECU 14 is connected to a map DB (Data Base), a GPS receiver, a gyro sensor, and the like (not shown). The navigation ECU 14 provides a general navigation function such as displaying a road map read from the map DB by detecting the position of the vehicle by a GPS receiver on the display device 22 or guiding a route ahead of the destination.

[Detection of vehicle behavior information]
The vehicle behavior information detection unit 25 detects vehicle behavior information. This vehicle behavior information is information for determining whether or not the driver is eco-driving. Therefore, information that affects fuel consumption can be vehicle behavior information. The vehicle behavior information is, for example, accelerator opening, vehicle speed, acceleration, engine torque, engine speed, and the like. For example, an accelerator opening sensor 26, a vehicle speed sensor 27, and a G sensor 28 are connected to the engine ECU 13, and the vehicle behavior information detection unit 25 receives an accelerator opening, a vehicle speed, and an acceleration for each cycle time from these sensors. The vehicle behavior information such as is detected.

[Evaluation of eco-driving]
The eco-driving determination unit 29 determines whether the driver is eco-driving based on the vehicle behavior information. The eco-drive determination unit 29 determines, for example, whether or not an accelerator operation is performed within a range where good fuel efficiency is expected.

  FIGS. 3A and 3B show examples of maps for determining whether or not eco-driving is being performed. FIG. 3A is a map in which an eco driving region and a non-eco driving region are determined according to the relationship between the vehicle speed and the accelerator opening. Since a relatively large accelerator opening is required for comfortable drivability in the low speed range and the high speed range, a relatively large accelerator opening is allowed in the low speed range and the high speed range. The area above the threshold line in the map of FIG. 3A is a non-eco-operating area, and the area below the threshold line is an eco-operating area. Therefore, the eco luck determination unit 29 can determine whether or not the eco driving is performed depending on which region the set of the vehicle speed and the accelerator opening is included.

  FIG. 3B is a map in which an eco-operation region and a non-eco-operation region are determined according to the relationship between the engine speed and the torque. The shaded area in FIG. 3B is an area where the engine can be operated efficiently, which is defined for each vehicle based on the relationship between the engine speed and the engine torque. Therefore, the eco-driving determination unit 29, when the combination of the engine speed and torque is included in the shaded portion, if the driver is performing the eco-drive, the set of engine speed and torque is not included in the shaded portion. Can be determined that the driver is not eco-driving. The eco-driving determination unit 29 may determine whether or not the eco-driving is performed using either of the maps in FIGS. 3A and 3B, or may determine by combining the two maps. . When combining, for example, the eco-driving determination unit 29 determines that the eco-driving is not performed when it is determined that the eco-driving is not performed using any map, and the eco-driving is performed otherwise. Can be determined.

  In addition to FIGS. 3 (a) and 3 (b), a map in which an eco-driving area and a non-eco-driving area are determined according to the relationship between the vehicle speed and acceleration may be used. Further, when the eco-driving determination unit 29 detects a sudden increase in the accelerator opening, it may be determined that the eco-driving is not performed regardless of the absolute value of the accelerator opening. In addition, when it is detected by the G sensor 28 or the gradient sensor that the vehicle is traveling uphill, the threshold line in FIG. 3A is changed upward (in a direction allowing the accelerator opening). Also good.

  Returning to FIG. 2, the eco-driving determination unit 29 sends a determination result as to whether or not the driver is eco-driving to the advice request unit 31. By doing so, the advice requesting unit 31 can output a fuel efficiency improvement display when the driver is eco-driving, and a fuel efficiency reduction display when the driver is not eco-driving. Note that the eco-driving determination unit 29 records the determination result of whether or not the driver is eco-driving for each cycle time.

[Transmission and reception of following vehicle information and eco-driving information]
The inter-vehicle communication device 16 of the eco-driving support device 200 transmits the following vehicle information to the inter-vehicle communication device 12 of the eco-driving support device 100, and the inter-vehicle communication device 12 of the eco-driving support device 100 transmits the eco-driving information ecologically. This is transmitted to the inter-vehicle communication device 16 of the driving support device 200.

  Inter-vehicle communication will be described. Known configurations can be used for the inter-vehicle communication devices 12 and 16. The inter-vehicle communication devices 12 and 16 realize a one-to-one or one-to-N ad hoc network by, for example, a dedicated short range communication (DSRC) method capable of communicating only within a range of several meters to several hundred meters. To do. The inter-vehicle communication device 12 of the own vehicle provides identification information of the own vehicle within a communicable range, and the inter-vehicle communication device 16 of the subsequent vehicle provides identification information of the subsequent vehicle within a communicable range. Yes. The identification information is, for example, a chassis number.

  The inter-vehicle communication device 16 of the following vehicle performs protocol processing, error correction code addition processing, and the like on the subsequent vehicle information provided with the identification information of the own vehicle as a destination, and a 10 MHz carrier wave, for example, a predetermined modulation method (for example, QPSK) Modulate with. The connection procedure is, for example, CSMA (Carrier Sense Multiple Access). The inter-vehicle communication device 12 of the host vehicle performs filtering, amplification, generation of an intermediate wave, and the like on the subsequent vehicle information received by the antenna, and demodulates the information by a predetermined demodulation method. The same applies to transmission / reception of information during eco-driving.

  The subsequent vehicle information collection unit 45 collects subsequent vehicle information of the subsequent vehicle for transmission to the host vehicle. The subsequent vehicle information is information for determining whether or not the approach determination unit 32 of the eco-driving support device 100 of the host vehicle abnormally approaches the subsequent vehicle. Therefore, the following vehicle information is, for example, the distance between the following vehicle and the host vehicle, the vehicle speed of the following vehicle, the acceleration of the following vehicle, and the like. In addition, relative speed, relative acceleration, and the like may be included. The subsequent vehicle information collection unit 45 detects the inter-vehicle distance using, for example, a millimeter wave radar (not shown), detects the vehicle speed using a vehicle speed sensor, and detects the acceleration using a G sensor. The inter-vehicle communication device 16 transmits the collected subsequent vehicle information to the inter-vehicle communication device 12. In this way, the subsequent vehicle information receiving unit 34 receives the subsequent vehicle information.

  Similarly, the inter-vehicle communication device 12 of the host vehicle transmits eco-driving information to the inter-vehicle communication device 16 of the following vehicle. The eco-driving information receiving unit 44 of the inter-vehicle communication device 16 receives eco-driving information. Note that the eco-driving information transmission unit 35 of the inter-vehicle communication device 12 transmits the eco-driving information to the succeeding vehicle when the approach determination unit 32 determines that it is abnormally approaching the succeeding vehicle, as will be described later.

[Vehicle control of following vehicles]
When the eco-driving information is received, the vehicle control unit 46 of the subsequent vehicle controls the subsequent vehicle so as to avoid abnormal approach with the own vehicle. The vehicle control unit 46 outputs, for example, a message that informs the driver of the following vehicle that the host vehicle is being eco-driven from at least one of the display device 41 and the speaker 42.

  FIG. 4 shows an example of a message displayed on the display device 41 of the following vehicle. The message is, for example, “The preceding car is eco-driving. Please come first.” “The preceding car is eco-driving. Be careful when approaching.” The driver of the succeeding vehicle who knows that the host vehicle is being eco-driven by such a message can pass the host vehicle with peace of mind. This message may be included in the eco-driving information, or may be stored in advance by a predetermined ECU of the following vehicle.

  The eco-driving information is not transmitted to the following vehicle, but a lamp is arranged at the rear part (for example, trunk or rear bumper) of the own vehicle, and the eco-driving support device 100 of the own vehicle turns on the lamp. The driver of the succeeding vehicle may be notified that the own vehicle is in the eco-driving. By doing so, it is not necessary to display the message as shown in FIG. 4 on the display device 41 of the following vehicle, and it can be prevented that the driver of the following vehicle feels troublesome.

  In addition, the fact that the host vehicle is in an eco-driving means that the following vehicle can be eco-driven only by traveling at the same vehicle speed as the host vehicle. Therefore, when the eco-driving information is received, the vehicle control unit 46 switches the following vehicle to the follow-up traveling mode, controls the accelerator opening so as to maintain a certain inter-vehicle distance, and sets the wheel distance so as to ensure the inter-vehicle distance. Control such as braking may be executed. The follow-up running mode and the like can be realized by an ACC (Adaptive Cruise Control) device 43. The ACC device 43 keeps the vehicle speed of the following vehicle at the set vehicle speed set by the driver, and when the own vehicle (corresponding to the preceding vehicle when viewed from the following vehicle) is detected, the inter-vehicle distance according to the vehicle speed is determined. To follow up while adjusting. The vehicle control unit 46 provides the driver of the following vehicle with a message such as “Do you want to eco-drive like the preceding vehicle?”, And activates the ACC device 43 if the driver permits.

  As described above, the following vehicle overtakes the own vehicle or avoids abnormal approach with the own vehicle, so that even if the own vehicle is eco-driving, the distance between the following vehicles can be prevented from being shortened. .

(Approach judgment)
Returning to FIG. 2, the approach determination unit 32 determines whether or not the host vehicle and the following vehicle may abnormally approach based on the following vehicle information. Abnormal approach is when the TTC (Time To Collision) is small, when the relative speed between the host vehicle and the following vehicle is large, when the acceleration α2 of the following vehicle is larger than the acceleration α1 of the host vehicle, when the inter-vehicle distance is extremely short, etc. It occurs in the situation of. The approach determination unit 32 determines that the host vehicle and the following vehicle may abnormally approach when one or more of the following plurality of conditions are satisfied. The TTC is “TTC = relative distance / relative speed”. The relative speed is “relative speed = vehicle speed of the following vehicle−vehicle speed of the host vehicle”. All of these can be calculated from the following vehicle information and the vehicle behavior information of the host vehicle.
TTC <threshold 1
Relative speed> threshold 2
Acceleration α2−acceleration α1> threshold 3
Distance between vehicles <threshold 4
The approach determination unit 32 sends to the advice request unit 31 a determination result as to whether or not the host vehicle and the following vehicle may abnormally approach. The advice requesting unit 31 requests the advice output unit 24 to output advice for promoting eco-driving only when the driver of the own vehicle is not eco-driving and there is no possibility of abnormal approach.

  Moreover, the approach determination part 32 requests | requires transmission of the eco-driving information to the vehicle-to-vehicle communication apparatus 12, when it determines with the own vehicle and the following vehicle approaching abnormally. Thereby, the eco-driving information transmission unit 35 transmits the eco-driving information to the following vehicle. The inter-vehicle communication device 12 may transmit eco-driving information only when the host vehicle is eco-driving, or may transmit eco-driving information even if the host vehicle is not eco-driving. .

[Advice, fuel efficiency improvement indication, fuel consumption reduction indication mode]
A lamp 21, a display device 22 and a speaker 23 are connected to the meter ECU 11. The lamp 21 is disposed around a driver's seat such as a meter panel, and uses, for example, an LED as a light source. The display device 22 is, for example, a meter panel, a liquid crystal display housed in a center cluster, an organic EL display, or the like. Further, a head-up display may be installed. The display device 22 displays advice for promoting eco-driving, a compliance rate of advice, points, and the like. The speaker 23 outputs advice for promoting eco-driving, a compliance rate of advice, points, and the like by voice.

  The advice requesting unit 31 requests the advice output unit 24 to output advice and output either a fuel efficiency improving display or a fuel efficiency decreasing display.

-Output of advice First, conditions for the advice request unit 31 to request the advice output unit 24 to output advice will be described. The advice request unit 31 requests the advice output unit 24 to output advice when the following two conditions are both satisfied.
(A) When it is determined by the eco-driving determination unit 29 that the driver is not eco-driving (b) When the approach determination unit 32 determines that there is no possibility that the host vehicle and the following vehicle are abnormally approached. The eco-driving support device 100 prompts the driver of the own vehicle to perform eco-driving when there is no possibility that the own vehicle and the following vehicle are abnormally approached, and thus the possibility of abnormally approaching the following vehicle can be prevented.

  When this condition is satisfied, the advice request unit 31 requests the advice output unit 24 to output advice corresponding to the vehicle behavior information. The advice output unit 24 outputs advice for promoting eco-driving using at least one of the display device 22 and the speaker 23.

  FIG. 5A shows an example of advice for promoting eco-driving. Corresponding to the advice number, for example, advice such as “Let's reduce the accelerator opening”, “Let's accelerate carefully”, “Let's run at a constant speed” is stored. The meter ECU 11 stores advice data as shown in FIG. 5A in an EEPROM or the like. The advice requesting unit 31 in FIG. 2 transmits an appropriate advice number to the advice output unit 24 according to the vehicle behavior information detected by the vehicle behavior information detection unit 25.

  For example, when the set of the accelerator opening detected by the accelerator opening sensor 26 and the vehicle speed detected by the vehicle speed sensor 27 is in the non-eco-operating region of FIG. "1" is transmitted to the advice output unit 24. For example, when the accelerator opening degree sensor 26 detects a sudden increase in the accelerator opening degree, the advice request unit 31 transmits the advice number “2” to the advice output unit 24. When the increase / decrease in the vehicle speed is detected by the vehicle speed sensor 27, the advice request unit 31 transmits the advice number “3” to the advice output unit 24. In this way, the advice output unit 24 can provide the driver with advice optimal for the driving mode of the driver.

Output of fuel economy improvement display or fuel consumption reduction display The advice request unit 31 indicates that the fuel economy is being improved or fuel consumption is being reduced according to the determination result of whether or not the driver is eco-driving by the eco driving determination unit 29. The advice output unit 24 is requested to output any one of the displays. By doing so, the advice output unit 24 can output a fuel efficiency improvement display when the driver is eco-driving, and a fuel efficiency reduction display when the driver is not eco-driving. The advice output unit 24 outputs a display during fuel economy improvement and a display during fuel consumption reduction using at least one of the display device 22 or the speaker 23.

  FIG. 5B shows an example of a display during fuel consumption improvement and a display during fuel consumption reduction. The fuel efficiency improvement display is, for example, “Eco driving is in progress”, and the fuel efficiency reduction display is, for example, “Eco driving is not in progress”. The meter ECU 11 stores data on a fuel efficiency improvement display and a fuel efficiency decrease display as shown in FIG. 5B in an EEPROM or the like. The fuel efficiency improvement display only needs to grasp that the driver is eco-driving, and the fuel efficiency reduction display only needs to grasp that the driver is not eco-driving.

  Further, the advice output unit 24 may turn on or off the lamp 21 as a substitute for a display during fuel economy improvement or a display during fuel consumption reduction. For example, the advice output unit 24 turns on the lamp 21 when the eco driving is performed, and turns off the lamp 21 when the eco driving is not performed. The driver can grasp whether or not the eco-driving is in progress only by looking at the lamp 21 at a glance. By replacing the display during fuel consumption improvement or display during fuel consumption reduction by turning on or off the lamp 21, the driver is more troublesome than the display during fuel consumption improvement or during fuel consumption reduction using the message of FIG. Can reduce the feeling.

[Compliance rate calculation]
The compliance rate calculation unit 33 calculates a compliance rate indicating the degree to which the driver is eco-driving. The degree of eco-driving can be expressed, for example, by the ratio of the distance traveled by eco-driving to the travel distance or the time traveled by eco-driving to the travel time. Further, since the eco-driving support device 100 provides advice to the driver, whether or not the advice is observed is determined based on whether or not the driver intends to eco-drive, that is, the compliance rate to the extent that eco-driving is intended. can do. For this reason, the compliance rate is calculated by two methods. Hereinafter, the former is referred to as a compliance rate A, and the latter is referred to as a compliance rate B.

FIG. 6A is an example of a diagram schematically illustrating calculation of the compliance rate A. The compliance rate calculation unit 33 calculates the compliance rate A at a predetermined timing. In FIG. 6 (a), IG OFF is the timing for calculating the compliance rate A. However, every time a predetermined distance is traveled, the compliance rate A is calculated once a day, once a week, once a month, etc. It is good also as timing. The compliance rate calculation unit 33 calculates the ratio of the distance traveled by eco-driving to the travel distance L from the timing at which the compliance rate A was calculated to the timing at which the compliance rate A was calculated this time. According to FIG. 6A, the compliance rate A is calculated by the following equation.
Compliance rate A = (a + b + c) / L
FIG. 6B is an example of a diagram schematically illustrating calculation of the compliance rate B. The eco-driving determination unit 29 monitors a determination result as to whether or not the driver has performed eco-driving within a predetermined time (for example, several seconds) after the advice output unit 24 outputs the advice. The compliance rate calculation unit 33 calculates the compliance rate B based on the monitoring result. As shown in FIG. 6B, for example, when the advice output unit 24 outputs advice three times, and it is determined that the driver has performed eco-driving twice, the compliance rate B is calculated by the following equation.
Compliance rate B = 2/3
The timing at which the compliance rate calculation unit 33 calculates the compliance rate B may be the same as or different from the timing at which the compliance rate A is calculated. If they are different, the number of times that the advice is output becomes a parameter, and for example, the timing at which the number of times advice is output reaches a predetermined number (for example, 100 times) is set as the timing for calculating the compliance rate B. be able to. If the parameter is large to some extent, an accurate compliance rate B can be calculated.

  The eco-driving support device 100 transmits the compliance rate A and the compliance rate B calculated by the compliance rate calculation unit 33 to the center 15. The eco-driving support device 100 transmits the compliance rate A and the compliance rate B using a mobile phone network or a wireless LAN network. The compliance rate A and the compliance rate B transmitted to the center 15 include the identification information of the own vehicle (for example, the telephone number of the communication device mounted on the vehicle) and the identification information of the driver (for example, the key of the smart key (registered trademark)). ID) is associated. By doing so, the center 15 can give points according to the compliance rates A and B for eco-driving for each driver or each vehicle.

[Granting points]
The giving of points by the center 15 will be described. The point accumulation unit 51 converts the compliance rate A and the compliance rate B into points, respectively, and accumulates it for each driver. The center 15 is a computer (server) having a CPU, ROM, RAM, EEPROM, nonvolatile memory, communication device, input / output interface, and the like.

  FIG. 7A shows an example of the compliance rate A and point conversion table, and FIG. 7B shows an example of the compliance rate B and point conversion table. Larger points with higher compliance rate A are associated with higher points with higher compliance rate B. Note that the compliance rate A conversion table has a larger point than the compliance rate B conversion table because the compliance rate A has a greater influence on energy saving. The point accumulating unit 51 registers the points converted from the compliance rate A and the compliance rate B in the point table 52 in this way.

  FIG. 7C shows an example of the point table 52. The point accumulating unit 51 accumulates points in association with the driver identification information. For example, if one vehicle is shared by a family or car-sharing, even if the eco-driving compliance rates A and B differ greatly from driver to driver, points will be accumulated for each driver, so eco-driving will be added to the accumulated points. It is possible to reflect the consciousness of each driver. Note that the points may be accumulated for each vehicle.

  The center 15 preferably transmits the accumulated points to the host vehicle. The center 15 transmits the accumulated points to the host vehicle immediately after accumulating the points from the compliance rate A or the compliance rate B, after the IG is turned on, or at a regular timing such as every month. The eco-driving support device 100 stores the accumulated points and displays them on the display device 22. By doing so, the driver can grasp the current accumulated points.

[Operation procedure]
FIG. 8 is an example of a flowchart showing a procedure for the eco-driving support device 100 of the host vehicle to output advice. In the case of a vehicle using an engine as a power source, IG is turned on, and in the case of an electric vehicle or a hybrid vehicle, when the main system is activated, the flowchart of FIG. The eco-driving support device 100 repeatedly executes the procedure of FIG. 8 every predetermined cycle time.

  During traveling, the vehicle behavior information detection unit 25 acquires the accelerator opening detected by the accelerator opening sensor 26, the vehicle speed detected by the vehicle speed sensor 27, and the acceleration detected by the G sensor 28 as vehicle behavior information for each cycle time. (S10). Although it is not necessary to detect all the vehicle behavior information at the same frequency, if necessary, the vehicle behavior information detection unit 25 interpolates the accelerator opening and the like to detect all the vehicle behavior information at the same frequency.

  Further, the subsequent vehicle information receiving unit 34 receives the subsequent vehicle information from the subsequent vehicle (S20). Since the inter-vehicle communication is narrow-area communication, the subsequent vehicle information receiving unit 34 receives the subsequent vehicle information only when the subsequent vehicle exists in the communication range of the inter-vehicle communication.

  The operation of the eco-driving support device 100 differs depending on whether or not the driver is supporting eco-driving and whether or not there is a risk of abnormally approaching the following vehicle, so the situation is determined by a combination of these conditions. (S30). As shown in the figure, depending on the combination of conditions, the host vehicle has four situations, Situation A “Eco-driving and there is a risk of abnormal approach”, Situation B “Eco-driving and there is no risk of abnormal approach”, Situation C It is judged as either “Eco-driving and no risk of abnormal approach” or Situation D “Eco-driving and there is a risk of abnormal approach”. The advice request unit 31 determines whether the situation of the host vehicle is the situation A to D based on the determination result of the eco-drive determination unit 29 and the determination result of the approach determination unit 32. Note that the eco-driving determination unit 29 always records the determination result as to whether or not the eco-driving support is provided so that the compliance rate calculating unit 33 can calculate the compliance rate A.

  In the case of the situation A, since the eco-driving is being performed, the advice output unit 24 outputs a fuel efficiency improvement display (S40). Further, in the case of situation A, there is a possibility of abnormal approach to the following vehicle, so the eco-driving information transmitting unit 35 transmits the eco-driving information to the following vehicle (S50). By doing so, it is possible to prevent the following vehicle from abnormally approaching the own vehicle.

  In the case of the situation B, since the eco-driving is being performed, the advice output unit 24 outputs a fuel efficiency improvement display (S60). Moreover, since there is no possibility of abnormal approach, the eco-driving information transmission unit 35 does not transmit eco-driving information to the following vehicle.

  In the case of situation C, since eco-driving is not being performed, the advice output unit 24 outputs a display indicating that the fuel consumption is being reduced (S70). In addition, since there is no risk of abnormal approach, it is preferable that the driver of the host vehicle performs eco-driving. Therefore, the advice output unit 24 outputs advice according to the driving mode (S80). That is, in consideration of the presence of the following vehicle, the eco-driving support device 100 outputs the advice that encourages eco-driving only when there is no fear of abnormally approaching the following vehicle, so that the following vehicle abnormally approaches the host vehicle. Can be prevented.

  Then, the eco-driving determination unit 29 determines whether or not the eco-driving has been performed in order to detect whether or not the driver complies with the advice (S90). When the eco-driving determination unit 29 determines that the driver has eco-driven (Yes in S90), the advice output unit 24 outputs a fuel efficiency improvement display to notify the driver (S100). When the eco-driving determination unit 29 determines that the driver does not eco-drive (No in S90), the advice output unit 24 outputs a low fuel consumption display to notify the driver (S110). And the compliance rate calculation part 33 records whether the driver | operator performed eco-driving in order to calculate the compliance rate B (S120).

  In the case of the situation D, since the eco-driving is not performed, the advice output unit 24 outputs a display indicating that the fuel consumption is being reduced (S130). However, since there is a possibility of abnormally approaching the following vehicle in the situation D, when the advice output unit 24 outputs the advice that prompts the eco-driving, the own vehicle is decelerated and the inter-vehicle distance is further shortened. For this reason, the advice output unit 24 does not output advice for promoting eco-driving. Further, since the driver may voluntarily perform eco-driving only by not outputting the advice for promoting eco-driving, the advice output unit 24 outputs a message that prohibits eco-driving from the display device 22 or the speaker 23. May be.

  Note that the eco-driving information transmission unit 35 may transmit the eco-driving information to the subsequent vehicle so that the host vehicle can eco-drive early. By doing so, it can be expected that the following vehicle will respond to the eco driving of the own vehicle such that the following vehicle overtakes the own vehicle or keeps the inter-vehicle distance. Can start. When there is no possibility of abnormally approaching the following vehicle, the situation of the host vehicle becomes the situation C, and the advice output unit 24 can output advice according to the driving mode (S80). The eco-driving support device 100 repeatedly executes the above procedure.

  FIG. 9 is an example of a flowchart showing a procedure in which the center 15 gives points. The procedure in FIG. 9 starts when the compliance rate A or the compliance rate B is calculated.

  First, the compliance rate calculation unit 33 determines whether or not the compliance rate A has been calculated, for example (S210). When it is time to calculate the compliance rate A (Yes in S210), the compliance rate calculation unit 33 calculates the compliance rate A (S220).

  Next, the compliance rate calculation unit 33 determines whether or not it is time to calculate the compliance rate B (S230). When it is time to calculate the compliance rate B (Yes in S230), the compliance rate calculation unit 33 calculates the compliance rate B (S240).

  The eco-driving support device 100 transmits the compliance rate A and the compliance rate B to the center 15 (S250). Note that when the calculation timings of the compliance rate A and the compliance rate B are different, the eco-drive assist device 100 may transmit the compliance rate A and the compliance rate B to the center 15 separately.

  The center 15 receives the compliance rate A and the compliance rate B from the own vehicle (S260). Then, the point accumulating unit 51 converts the compliance rate A and the compliance rate B into points, respectively, and accumulates them (S270). As a result, the accumulated points for each driver are registered in the point table 52.

  As described above, the eco-driving support device 100 according to the present embodiment transmits eco-in-progress information to the succeeding vehicle, and thus can eco-drive without abnormally approaching the succeeding vehicle.

[Preferred modification]
A preferred modification of the eco-drive assist device 100 will be described with reference to FIG. When the eco-driving support device 100 of the own vehicle transmits the eco-driving information to the following vehicle, the possibility that the succeeding vehicle overtakes the own vehicle is increased. For this reason, in order to make it easy for the following vehicle to overtake, it is preferable that the host vehicle is on the left side (road shoulder). Therefore, the eco-driving support device 100 of the own vehicle transmits information during eco-driving to the following vehicle, and displays a message such as “Let's lean to the left” on the display device 22 of the own vehicle or a sound from the speaker 23. Output. Such control is realized by the advice request unit 31 detecting that the eco-driving information transmission unit 35 has transmitted the eco-driving information, and the advice output unit 24 outputting this message from the display device 22 or the like. it can.

  In addition, the burden on the driver of the host vehicle can be reduced by moving the host vehicle to the left without steering by the driver of the host vehicle. As shown in the left diagram of FIG. 10B, the advice output unit 24 outputs a message such as “Let's lean to the left”. Then, the eco-driving support device 100 brings the host vehicle to the left. Specifically, it is realized as follows.

  First, the white line recognition device analyzes the front image data taken by the in-vehicle camera and recognizes the white line. As a result of the recognition of the white line, white line information including the width, the center of the lane, the offset of the host vehicle from the center, and the like is obtained. The power steering ECU that steers the steering sets the target travel line so that the left end of the host vehicle is slightly inside the white line on the left side, and steers the steering. This type of control is known as LKA (Lane-Keeping Assist), and is realized by shifting the point where the LKA makes the target travel line about the center of the width slightly inside the white line on the left. it can.

  Further, as shown in FIG. 10 (c), the passing point is shared by the own vehicle and the following vehicle, so that the time period when the own vehicle is left can be shortened, and the following vehicle can pass more smoothly. The navigation ECU 14 of the host vehicle extracts a passable point ahead of the current position from the map DB. The overtaking points are, for example, lane increase points, retreat spaces, and the like. The eco-driving support device 100 transmits the nearest passable point to the following vehicle. Since the succeeding vehicle displays the passable point on the display device 41 or the like, the driver of the follower vehicle can grasp the passable point.

  By doing so, the eco-driving support device 100 of the own vehicle can bring the own vehicle to the left at the overtaking point, and the driver of the following vehicle can overtake the own vehicle at the overtaking point, which is a road that is easy to overtake. it can.

  As described above, the eco-driving information is transmitted and the following vehicle easily overtakes the host vehicle, so that the host vehicle can easily perform the eco-driving without causing traffic congestion.

11 Meter ECU
12 Vehicle-to-vehicle communication device 13 Engine ECU
14 Navi ECU
15 Center 100, 200 Eco Driving Support Device 300 Eco Driving System

Claims (12)

Based on the vehicle behavior information including the accelerator opening of the host vehicle or the engine speed ,
Eco driving determination means for determining that eco-driving is being performed when the accelerator operation is expected to have good fuel economy, and eco-driving is not performed when the accelerator operation is not performed ;
Wherein when it is determined that the said eco-driving by the eco-drive judging means, anda transmitting means for transmitting the eco-driving in information following vehicles indicating that the is in the eco-driving,
Eco driving support apparatus mounted on a trailing vehicle, notifying that the passenger of the following vehicle, wherein the vehicle is in the eco-drive,
An eco-driving support device characterized by that. Subsequent vehicle information receiving means for receiving, from a subsequent vehicle, subsequent vehicle information including at least one of a distance between the host vehicle and the subsequent vehicle, a relative speed, a relative acceleration, a vehicle speed of the subsequent vehicle, or an acceleration of the subsequent vehicle. When,
An approach determination means for determining whether or not the host vehicle and the succeeding vehicle may abnormally approach based on the succeeding vehicle information,
The transmission means transmits the eco-driving information to the succeeding vehicle when it is determined that the host vehicle and the succeeding vehicle may abnormally approach.
The eco-driving support device according to claim 1. The eco-driving determination means is
The vehicle behavior information of the accelerator opening and the vehicle speed, including set of, by either included in either of the two-dimensional map of the segmented accelerator opening and the vehicle speed in the eco-drive region and a non-eco-drive area, the vehicle is the Determine whether or not eco-driving
The eco-driving support device according to claim 1 or 2, characterized in that Wherein determining the eco-driving determination unit is not in the eco-drive, and, if the approach determination unit determines that the subject vehicle and the following vehicle is no risk of abnormally close,
Advice output means for outputting the advice to urge the eco operation on the display unit or a speaker,
The eco-driving support device according to claim 2, comprising: The advice output means includes
Outputting the advice selected according to the vehicle behavior information to an occupant of the host vehicle;
The eco-driving support device according to claim 4. After outputting the advice,
Wherein based on whether the eco-driving determination unit determines to be in the eco-drive compliance rate calculating means for calculating a compliance rate B of the advice,
The eco-driving support device according to claim 4 or 5, characterized by comprising: The compliance rate calculating means includes:
For a given travel distance, and calculates the compliance factor A from the ratio of travel distance in the eco,
The eco-driving support device according to claim 6. Sending the compliance rate A and the compliance rate B to a server that converts the compliance rate A and the compliance rate B into points where the occupant can exchange for service or goods,
The eco-driving support device according to claim 7. The advice output means includes
If the eco-drive judging means judges to be in the eco-drive, and output to the display unit or speaker Bs in fuel efficiency, which indicates that the fuel efficiency improves,
If the eco operation determination means determines that not in the eco-drive, and outputs to the display unit or a speaker that are not eco,
The eco-driving support device according to claim 4 . When the transmission means transmits the eco-driving information to the following vehicle,
The eco-driving support device mounted on the succeeding vehicle notifies the occupant of the succeeding vehicle to steer to approach one of the left and right lane markings.
The eco-driving support device according to claim 1. A camera that captures the front of the vehicle,
Recognizing means for recognizing a lane marking from image data captured by the camera;
Steering means for steering the steering,
After informing the message, the steering means steers the steering so as to approach one of the lane markings.
The eco-driving support device according to claim 10. When the eco-driving determination means is an eco-driving when the accelerator operation is expected to have good fuel consumption based on the vehicle behavior information including the accelerator opening of the host vehicle or the engine speed , and the accelerator operation is not performed. Determining that the vehicle is not eco-driving ,
A step transmission means for transmitting said when it is determined to be in the eco-drive by the eco-drive judging means, the eco-driving in information indicating that said is in the eco-drive the following vehicle,
A step of notifying the eco-drive assist apparatus mounted on a trailing vehicle, the occupant of the following vehicle, wherein the vehicle is in the eco-drive,
An eco-driving support method characterized by comprising: