JP5408920B2 - Fuel saving driving diagnosis device, fuel saving driving diagnosis system, travel control device, fuel saving driving scoring device, and fuel saving driving diagnosis method - Google Patents

Description

  The present invention relates to a fuel-saving driving diagnosis device that improves the driver's awareness of fuel-saving driving by notifying the driver of the result of diagnosing and scoring fuel-saving driving regarding the driving speed of the driver in the vehicle, The present invention relates to a fuel-saving driving diagnosis system and a fuel-saving driving diagnosis method.

  In recent years, as the global environmental problems have been highlighted, the fuel efficiency of automobiles has become more important. In global environmental problems, in particular, countermeasures against global warming are urgently needed. For this reason, engine vehicles and the like that discharge greenhouse gases such as carbon dioxide have been repeatedly improved to improve fuel efficiency, and improve the fuel efficiency and reduce the exhausted greenhouse gases.

  However, no matter how high the fuel economy performance of the car is, if the driver's driving is contrary to the fuel efficiency, if excessive restraint driving such as overspeed driving is performed, fuel consumption will increase, The high fuel-saving performance will not make sense. Accordingly, various conventional techniques have been devised for notifying the driver of the fact that the driver has made a high-speed traveling that exceeds the reference value.

  For example, in a certain prior art, the vehicle speed of a vehicle is compared with a specified vehicle speed, and the fuel wasted by traveling that the vehicle speed exceeds the specified vehicle speed is calculated and displayed to the driver and recorded. By notifying the driver of this wasted fuel, the driver's awareness of fuel-saving driving can be improved.

  In another conventional technique, the fuel consumption calculated based on the fuel consumption and the vehicle operation data is output to the output device together with the overspeed ratio which is a ratio obtained by dividing the travel time exceeding the specified speed by the total time. It was output. By doing so, it is possible to refer to the overspeed rate when specifying the factor of fuel consumption deterioration.

JP 2007-326574 A JP 2007-102658 A

  However, the above prior art has the following problems. In other words, simply calculate information on fuel consumption such as average fuel consumption obtained by dividing travel distance by fuel consumption, for example, instantaneous fuel consumption every 0.1 seconds, travel speed exceeding specified speed, and ratio of travel distance exceeding specified speed to total travel distance. Thus, the driver cannot make an absolute and fair judgment on the fuel efficiency information simply by informing the user. This is because the driving conditions of automobiles vary depending on the situation, and the driving conditions have a great influence on fuel consumption.

  Because of the above problems, in order to improve fuel efficiency, it is necessary to improve the driver's speed control operation and raise awareness of fuel-saving driving. Since the vehicle speed control operation evaluation could not be performed, the driver's willingness to improve the vehicle speed control operation and knowledge and consciousness about fuel-saving driving could not be improved.

  The fuel-saving driving diagnosis device, the fuel-saving driving diagnosis system, and the fuel-saving driving diagnosis method disclosed below are made to solve the above problems (problems), and are absolute and objective information on fuel consumption. In addition, it is possible to make fair judgments on quality and to improve the driver's willingness to improve the driving speed related to the driving speed of the vehicle, in particular, the awareness of complying with the speed limit and the knowledge and awareness of fuel-saving driving.

  In order to solve the above-described problems and achieve the object, the disclosed fuel-saving driving diagnosis device, fuel-saving driving diagnosis system, and fuel-saving driving diagnosis method are fuel-saving vehicle speed conditions that are vehicle speed conditions for vehicles considered to be fuel-saving driving. Is calculated based on the vehicle type information of the vehicle, it is determined whether or not the vehicle speed satisfies a fuel-saving vehicle speed condition, whether or not the vehicle driving condition is a predetermined driving condition, and the vehicle driving Determine whether or not to determine whether or not the fuel-efficient vehicle speed condition is satisfied according to the determination result of the situation, diagnose the fuel-saving driving, and determine the mileage of the vehicle that is subject to the determination of the satisfaction of the fuel-efficient vehicle speed condition The fuel-saving driving is scored based on the determination target travel distance and the travel distance in which the vehicle speed of the vehicle is determined to satisfy the fuel-saving vehicle speed condition, and the fuel-saving driving is performed based on the scoring result. Generate advice, scoring results or fuel saving To notify the driving advice to the driver it is another requirement.

  According to the disclosed fuel-saving driving diagnosis device, fuel-saving driving diagnosis system, and fuel-saving driving diagnosis method, it is possible to make an absolute, objective and fair judgment of fuel efficiency information, and the driving of the driver's car There is an effect that it is possible to improve driving operation improvement desire regarding speed, in particular, awareness of compliance with the speed limit and improvement of knowledge and consciousness about fuel-saving driving.

  Exemplary embodiments of a fuel-saving driving diagnosis device, a fuel-saving driving diagnosis system, and a fuel-saving driving diagnosis method will be described below in detail with reference to the accompanying drawings. In an example of the following embodiment, a vehicle that drives fossil fuel such as a gasoline engine as fuel (energy) will be described as an example.

  However, it is not limited to a vehicle that drives fossil fuel such as a gasoline engine as fuel (energy), and has both a gasoline engine (or other engines that use fossil fuel as energy) and a drive motor (hereinafter abbreviated as motor). Alternatively, the vehicle may be a hybrid car that travels with the drive source switched according to the driving situation. Alternatively, the present invention can be widely applied to any vehicle that uses energy to drive, including a vehicle that uses a motor as a driving force, such as an electric vehicle or a fuel cell vehicle.

[Example of embodiment]
With reference to FIGS. 1-12, an example of embodiment which concerns on a fuel-saving driving | operation diagnostic apparatus, a fuel-saving driving | operation diagnostic system, and a fuel-saving driving | operation diagnostic method is demonstrated. FIG. 1 is a block diagram illustrating a configuration of a fuel-saving driving diagnosis device for a vehicle 1a and related devices according to an example of an embodiment.

  As shown in FIG. 1, the fuel-saving driving diagnosis device 10a includes a fuel-saving driving diagnosis unit 11, a fuel-saving driving scoring unit 12, a fuel-saving driving advice generating unit 13, an in-vehicle network interface unit 14, and an output interface unit. 15. The fuel-saving driving diagnosis device 10a is connected to the travel control device 20a via the in-vehicle network interface unit 14 and the in-vehicle network 100. The fuel-saving driving diagnosis device 10a is connected to an eco lamp 16a and a display unit 16b having a display screen via an output interface unit 15. The eco lamp 16a has existed in the past and performs ecological driving that satisfies various lighting conditions ("Eco" is an abbreviation of "Ecology", and eco driving refers to eco-friendly fuel-saving driving). It is a lamp that lights up when it is turned on.

  The travel control device 20 a is a computer that controls the travel control of the vehicle 1 a and includes a vehicle type information management unit 21. The travel control device 20a is connected to an engine control device 24 that controls a gasoline engine that drives the vehicle, and a brake control device 25. The brake control device 25 controls a mechanical brake (disc brake or drum brake) in accordance with a driver's brake operation.

  The travel controller 20a also includes a vehicle speed sensor 26 that detects the current vehicle speed, an accelerator operation amount sensor 27 that detects the current driver's accelerator operation amount, and the current vehicle shift lever position and shift mode. A shift sensor 28 for detecting the state and a vehicle speed pulse signal integrated value storage unit 29 are connected.

  The vehicle speed pulse signal integrated value storage unit 29 stores the vehicle speed pulse signal integration that is integrated one by one, assuming that the pulse sensor provided on the inner diameter of the wheel of the vehicle 1a detects the vehicle speed pulse signal every rotation of the wheel. That is, the vehicle speed pulse signal integrated value is a value obtained by integrating the number of wheel rotations. By calculating the difference between the vehicle speed pulse signal integrated values every predetermined time (for example, 100 milliseconds) and multiplying by the outer peripheral length of the wheel, the travel distance of the vehicle 1a at the predetermined time can be calculated.

  The fuel-saving driving diagnosis unit 11 includes a diagnosis condition management unit 11a, a best fuel consumption vehicle speed range calculation unit 11b, an eco lamp lighting determination unit 11c, and a travel distance integration unit 11d. The diagnosis condition management unit 11a manages conditions for determining that the driving is an ecological driving for lighting the eco lamp 16a, that is, an eco lamp lighting condition. Specifically, an eco lamp lighting determination condition table shown in FIG. 2 is stored.

  The fuel-saving driving diagnosis unit 11 also includes the road conditions and traffic conditions received by the road information receiving device 18a, the speed limit information received by the speed limit information receiving device 18b, and the following vehicle acquired by the following vehicle monitoring device 18c. Travel status determination unit 11a1 that determines whether or not the vehicle 1a is in a predetermined travel status from the travel status (for example, distance between the vehicle 1a and the like) and various vehicle control information acquired by the travel control device 20a Have

  The eco lamp lighting determination condition table shown in FIG. 2 includes, for example, vehicle speed [km / h], accelerator opening (driver's accelerator operation angle) θ [deg], shift lever position, and shift mode as determination items for lighting the eco lamp 16a. There are states. The eco lamp lighting determination condition table stores the current value, diagnosis condition value (initial value), and diagnosis condition value (change value) of each determination item.

  The current value v of the vehicle speed, the current value θ of the accelerator opening, the shift lever position, and the shift mode state in the eco lamp lighting determination condition table are, for example, every 100 milliseconds via the vehicle speed sensor 26 and the accelerator operation via the travel control device 20a. It is a value acquired from the quantity sensor 27 and the shift sensor 28.

  The shift lever positions include “P” (Parking, parking), “R” (Reverse, reverse), “D” (Drive, normal driving), “N” (Neutral, neutral), “B” (Break , Regenerative braking by a motor), “2” (Second, second gear position), “1” (First, first gear position), and the like. Normally, driving with “D” selected as the shift lever position leads to fuel-saving driving.

  The shift mode state is a function for arranging the travel of the vehicle 1a by complementing the shift lever selection, and the function can be turned on and off with a switch attached to the shift lever. The shift mode states include “normal mode” (normal state), “eco mode” (state in which fuel-saving driving is performed), “sport mode” (state in which sporty driving is performed), “snow mode” (in snowy roads) To ensure safe driving). Normally, driving by selecting “normal mode” or “eco mode” as the shift mode state leads to fuel-saving driving.

  The diagnostic condition value (initial value) in the eco lamp lighting determination condition table is a preset value. Further, the diagnosis condition value (change value) includes the map information from the map information DB 17a of the car navigation device 17, the road condition and traffic condition received by the road information receiving device 18a, and the restriction acquired by the speed limit information acquiring device 18b. The value is changed from the diagnosis condition value (initial value) by the diagnosis condition management unit 11a based on the speed information, the inter-vehicle distance detected by the following vehicle monitoring device 18c, the vehicle speed of the following vehicle, and the like. The diagnosis condition value (change value) is a value that relaxes or tightens the diagnosis condition value (initial value).

  As described above, the reason why the diagnosis condition management unit 11a relaxes or tightens the diagnosis condition value according to the map information, the road condition, and the traffic condition is as follows. The lighting of the eco lamp 16a is information indicating the driver's fuel-saving driving. Then, when determining whether or not the driving of the driver is ecological based on the lighting state of the eco lamp 16a, if the determination is made without considering the road environment and traffic conditions in which the vehicle 1a travels, fair determination Not.

  For example, when the vehicle 1a climbs a hill, a torque larger than that on flat ground is required for acceleration. Alternatively, at the junction of roads, it is necessary to greatly accelerate in order to follow the traffic vehicle on the main lane.

  In this way, if driving is not determined in consideration of the situation of the travel point where the vehicle 1a travels, when driving is scored (scored) based on the determination result, an advantageous disadvantage arises and it becomes unfair. In order to eliminate this unfairness, the diagnostic condition management unit 11a relaxes or tightens the diagnostic condition values according to map information, road conditions, and traffic conditions, thereby making the diagnosis fairness and scoring fairness. To obtain the consent of the driver as the user.

  In addition, the relaxation or strictness of the diagnostic condition value according to the map information and the road condition and the traffic condition is to shift the lower limit value and the upper limit value indicated by numerical values by, for example, about 20 to 30%, and the shift lever position And the shift mode state is to add or delete conditions.

  The road information receiving device 18a is a VICS (registered trademark) receiving device or a DSRC (Dedicated Short Range Communications) device. The speed limit information acquisition device 18b is a device that recognizes a speed limit display on a road surface or road sign, a device that receives speed limit information at the current location by radio frequency, or speed limit information at the current location based on map information. Any of the devices that acquire The following vehicle monitoring device 18c is an imaging device or a radar device that can acquire information such as the inter-vehicle distance from the following vehicle and the vehicle speed of the following vehicle.

  The best fuel consumption vehicle speed range calculation unit 11b calculates the best fuel consumption vehicle speed range, which is the vehicle speed range with the best fuel efficiency for each vehicle type, based on the vehicle type information delivered from the travel control device 20a. The best fuel efficiency vehicle speed range is stored as a lower limit value (v1 [k / m]) and an upper limit value (v2 [k / m]) of the vehicle speed diagnosis condition value (initial value) in the vehicle speed column of the eco lamp lighting determination condition table. The

  The eco lamp lighting determination unit 11c includes a vehicle speed determination unit 11c1. In particular, the vehicle speed determination unit 11c1 determines whether or not the current vehicle speed of the vehicle 1a acquired via the travel control device 20a satisfies the diagnostic condition value (change value) shown in FIG. This determination is a fuel-saving driving diagnosis.

  In addition, the eco lamp lighting determination unit 11c determines the current accelerator opening, shift lever position, and shift mode state of the vehicle 1a acquired via the travel control device 20a (these items and the current vehicle speed of the vehicle 1a are the eco lamp lighting determination items). It is determined whether or not each of the diagnostic condition values (change values) shown in FIG. 2 is satisfied. This determination is a fuel-saving driving diagnosis. When all the eco lamp lighting determination items satisfy the diagnostic condition value (change value), the eco lamp lighting determining unit 11c lights the eco lamp 16a.

  Note that the eco lamp lighting determination unit 11c and the vehicle speed determination unit 11c1 are configured so that the eco lamp lighting determination items are the lower limit value and upper limit value of each diagnostic condition value (initial value) shown in FIG. Determine whether it is within the range of values.

  The travel distance integrating unit 11d calculates a 100 msec travel distance acquired every 100 milliseconds from the vehicle speed pulse signal integrated value storage unit 29 via the travel control device 20a as a one-trip travel distance, a travel distance within the vehicle speed range, and a vehicle speed outside the range. Add to each mileage.

  The one-trip travel distance is a distance traveled by the vehicle 1a from ignition on to off. The travel distance within the vehicle speed range is a distance of the one-trip travel distance in which the eco lamp 16a is turned on and the vehicle speed diagnosis result travels within the diagnosis condition range. The travel distance outside the vehicle speed range is the distance traveled out of the diagnosis condition range by the vehicle speed diagnosis result in the one-trip travel distance.

  In particular, as shown in the out-of-vehicle-range excess rank weighting coefficient table in FIG. 3, the out-of-vehicle-range out-of-range travel distance is determined by a weighting factor that is multiplied by each over-travel distance according to the excess ratio of the in-vehicle speed range. In FIG. 3, 1 <α1 <α2 <α3. The travel distance outside the vehicle speed range is calculated as follows: excess rank A travel distance × α1 + excess rank B travel distance × α2 + excess rank C travel distance × α3. Thus, as the vehicle speed range is exceeded, the travel distance outside the vehicle speed range is increased and integrated.

  Thus, the worse the excess rank is, the more the driving distance out of the vehicle speed range is added and accumulated, thereby giving the driver a disciplinary meaning and improving the consciousness so as to aim for fuel-saving driving.

  Instead of the one-trip travel distance, a travel distance for a certain period may be employed, for example, a travel distance in one travel from the start to the stop may be employed. In this way, it becomes possible to diagnose driving more finely.

  The fuel-saving driving scoring unit 12 of the fuel-saving driving diagnostic device 10a scores the driver's driving based on the integrated values accumulated by the travel distance integrating unit 11d. For example, the running score within the vehicle speed range is calculated by the following formula.

  Further, according to the following formula, a running score outside the vehicle speed range is calculated.

  The driving score within the vehicle speed range is a “good” score that evaluates that the driver has performed the fuel-saving driving. On the other hand, the driving score out of the vehicle speed range is a “bad” score that measures that the driver has neglected fuel-saving driving.

  Then, the fuel-saving driving scoring unit 12 causes the display unit 16b to display the traveling score within the vehicle speed range and the traveling score outside the vehicle speed range, as illustrated in FIG. Note that the total score may be calculated by using a “good” score as a scoring material and a “bad” score as a scoring material.

  As described above, by calculating each score based on each travel distance and scoring the driver's fuel-saving driving degree, it is possible to present a fair, clear and highly satisfactory scoring result to the driver.

  The fuel-saving driving advice generation unit 13 of the fuel-saving driving diagnosis device 10a displays the fuel-saving driving advice illustrated in FIG. 4 on the display unit 16b according to the traveling score within the vehicle speed range. Further, the fuel-saving driving advice generation unit 13 displays the fuel-saving driving advice illustrated in FIG. 5 on the display unit 16b in accordance with the driving score outside the vehicle speed range. 11 and 12 are diagrams showing an example of a display mode in which fuel-saving driving advice is displayed on the display unit 16b.

  Alternatively, the fuel-saving driving advice generation unit 13 may generate a message that immediately responds to each score from the template message in accordance with the traveling score within the vehicle speed range and the traveling score outside the vehicle speed range.

  Next, the fuel-saving driving diagnosis process executed by the fuel-saving driving diagnosis unit 11 of the fuel-saving driving diagnosis device 10a will be described. FIG. 6 is a flowchart showing a fuel-saving driving diagnosis processing procedure. This process is a process executed every 100 milliseconds, for example. As shown in the figure, first, the diagnosis condition management unit 11a acquires a vehicle speed, a vehicle speed pulse sensor integrated value, an accelerator opening, a shift lever position, and a shift mode state from the travel control device 20a (step S101).

  Subsequently, the travel distance integrating unit 11d calculates a 100 msec travel distance from the difference between the previously acquired vehicle speed pulse sensor integrated value and the currently acquired vehicle speed pulse sensor integrated value (step S102). Subsequently, the travel distance integrating unit 11d adds the 100 msec travel distance calculated in step S102 to the one-trip travel distance (step S103).

  Subsequently, the diagnostic condition management unit 11a acquires map information from the map information DB 17a (step S104). Subsequently, the diagnosis condition management unit 11a determines whether the current position of the vehicle is a point where the diagnosis condition needs to be changed based on the acquired map information (step S105). If it is determined that the point needs to be changed (Yes in Step S105), the process proceeds to Step S106, and if it is not determined that the point needs to be changed (No in Step S105). ), The process proceeds to step S107.

  In step S106, the diagnostic condition management unit 11a changes the diagnostic conditions for fuel-saving driving based on the acquired map information. Subsequently, in step S107, the eco lamp lighting determining unit 11c executes an eco lamp lighting determining process. Details of the eco lamp lighting determination process will be described later with reference to FIG. When this process ends, the fuel-saving driving diagnosis process ends.

  Next, the eco lamp lighting determination process shown in step S107 of FIG. 6 will be described. FIG. 7 is a flowchart showing an eco lamp lighting determination processing procedure. As shown in the figure, first, the eco lamp lighting determining unit 11c initializes the eco lamp lighting flag to on (step S121).

  Subsequently, the vehicle speed determination unit 11c1 of the eco lamp lighting determination unit 11c executes a vehicle speed diagnosis process (step S122). Details of the vehicle speed diagnosis process will be described later with reference to FIG. Subsequently, the eco lamp lighting determining unit 11c determines whether or not the accelerator opening is within the range of the diagnostic condition value (step S123). When it is determined that the accelerator opening is within the range of the diagnostic condition value (Yes at Step S123), the process proceeds to Step S124, and when the accelerator opening is not determined to be within the range of the diagnostic condition value (Step S123). (No in S123), the process proceeds to step S126.

  Subsequently, the eco lamp lighting determining unit 11c determines whether or not the shift lever position satisfies the diagnostic condition value (step S124). If it is determined that the shift lever position satisfies the diagnostic condition value (Yes at Step S124), the process proceeds to Step S125. If the shift lever position is not determined to satisfy the diagnostic condition value (No at Step S124), Step S126 is performed. Move on.

  Subsequently, the eco lamp lighting determining unit 11c determines whether or not the shift mode state satisfies the diagnostic condition value (step S125). When it is determined that the shift mode state satisfies the diagnostic condition value (Yes at Step S125), the process proceeds to Step S127. When the shift mode state is not determined to satisfy the diagnostic condition value (No at Step S125), Step S126 is performed. Move on.

  In step S126, the eco lamp lighting determining unit 11c turns off the eco lamp lighting flag. Subsequently, in step S127, the eco lamp lighting determination unit 11c determines whether or not the eco lamp lighting flag is on. When it is determined that the eco lamp lighting flag is on (Yes at step S127), the eco lamp lighting determining unit 11c lights the eco lamp 16a (step S128). When this process ends, the eco lamp lighting determination process ends. Even when the eco lamp lighting flag is not determined to be on (No at step S127), the eco lamp lighting determination process ends.

  Next, the vehicle speed diagnosis process shown in step S122 of FIG. 7 will be described. FIG. 8 is a flowchart showing a vehicle speed diagnosis processing procedure. As shown in the figure, first, the traveling state determination unit 11a1 determines whether or not the current vehicle speed is equal to or higher than a certain value (step S122a).

  If it is determined that the current vehicle speed is greater than or equal to a certain value (Yes at Step S122a), the process proceeds to Step S122b. If it is not determined that the current vehicle speed is greater than or equal to the certain value (No at Step S122a), the process proceeds to Step S122g. .

  Subsequently, the traveling state determination unit 11a1 determines whether the inter-vehicle distance with the subsequent vehicle acquired by the subsequent vehicle monitoring device 18c is equal to or greater than a certain value (step S122b). When it is determined that the inter-vehicle distance with the succeeding vehicle is greater than or equal to a certain value (Yes at Step S122b), the process proceeds to Step S122c, and when the distance with the subsequent vehicle is not determined to be greater than or equal to the certain value (No at Step S122b), Step The process moves to S122g.

  Subsequently, the vehicle speed determination unit 11c1 determines whether or not the current value v [k / m] of the vehicle speed acquired from the vehicle speed sensor 26 satisfies the vehicle speed diagnosis condition in the eco lamp lighting condition table (step S122c). If it is determined that the vehicle speed diagnosis condition is satisfied (Yes at Step S122c), the process proceeds to Step S122d. If it is not determined that the vehicle speed diagnosis condition is satisfied (No at Step S122c), the process proceeds to Step S122e.

  In step S122d, the travel distance integrating unit 11d adds the travel distance of 100 msec to the travel distance within the vehicle speed range. When this process ends, the process returns to the eco lamp lighting determination process.

  In step S122e, the vehicle speed determination unit 11c1 turns off the eco lamp lighting flag. Subsequently, the travel distance integrating unit 11d multiplies the 100 msec travel distance by a weighting factor corresponding to the excess rank and adds the result to the travel distance outside the vehicle speed range (step S122f). When this process ends, the process returns to the eco lamp lighting determination process.

  In step S122g, the traveling state determination unit 11a1 subtracts the 100 msec traveling distance calculated in step S103 in FIG. 6 from the one-trip traveling distance. Steps S122a and S122b are conditions that do not perform the overrunning vehicle speed diagnosis, that is, conditions for limiting the diagnosis scene. For example, in a situation where the vehicle 1a repeats low-speed running and stopping due to traffic jams, or a situation where the vehicle speed exceeds the diagnostic condition in order to secure the inter-vehicle distance because the following vehicle is approaching, the vehicle over-speed running diagnosis is performed. No significant scoring results can be derived by doing so.

  That is, when at least one of the determinations in step S122a and step S122b is affirmative or negative, the vehicle speed excess travel diagnosis is not performed, and therefore the travel distance within the vehicle speed range is not integrated. Compared to the case where the travel distance in the vehicle speed range is not accumulated after performing the vehicle speed excess travel diagnosis, the fact that the travel distance in the vehicle speed range is not accumulated by canceling the vehicle speed excess travel diagnosis is clearly different. Therefore, in order to maintain the reliability of the travel score within the vehicle speed range, the 100 msec travel distance is subtracted from the one-trip travel distance.

  Next, the vehicle speed range inside / outside running diagnosis scoring result advice notification processing executed by the fuel saving driving scoring unit 12 and the fuel saving driving advice generating unit 13 of the fuel saving driving diagnosis device 10a will be described. FIG. 9 is a flowchart illustrating a procedure for notifying and notifying the result of traveling diagnosis scoring result inside / outside the vehicle speed range. As shown in the figure, first, the fuel-saving driving scoring unit 12 determines whether or not the one-trip running is finished (step S201). When it is determined that the one-trip travel has been completed (Yes at Step S201), the process proceeds to Step S202, and when it is not determined that the one-trip travel has been completed, Step S201 is repeated.

  In step S202, the fuel-saving driving scoring unit 12 calculates a running score within the vehicle speed range and a running score outside the vehicle speed range based on the above formulas (1) and (2). Subsequently, the fuel-saving driving scoring unit 12 causes the display unit 16b to display the traveling score within the vehicle speed range and the traveling score outside the vehicle speed range calculated by the process of step S202 (step S203).

  Subsequently, the fuel-saving driving advice generation unit 13 generates an advice message for promoting awareness of fuel-saving driving corresponding to the driving score within the vehicle speed range or the driving score outside the vehicle speed range together with the driving score within the vehicle speed range or the driving score outside the vehicle speed range. It is displayed on the display unit 16b (step S204). When this process ends, the vehicle speed range traveling diagnosis scoring result advice notification process ends.

  As described above, by displaying the scoring result and the fuel-saving driving advice to the driver, it is possible to raise awareness to suppress overspeed and to improve the consciousness so as to keep fuel-saving driving in mind.

  Note that, as shown in FIG. 13, the configuration of the fuel-saving driving diagnosis device 10 b and the travel control device 20 b of the vehicle 1 b, the fuel-saving driving diagnosis device 10 a of the vehicle 1 a shown in FIG. 1 includes the fuel-saving driving diagnosis unit 11. Instead of this, the travel control device 20b may have a fuel-saving driving diagnosis unit 22. In this case, only the configurations of the fuel-saving driving diagnosis device and the travel control device are changed, and the rest is the same as the example of the above embodiment. With such a configuration, the configuration of the fuel-saving driving diagnosis device 10b can be simplified and the processing load can be reduced.

  Note that the diagnostic condition management unit 22a, the traveling state determination unit 22a1, the best fuel consumption vehicle speed range calculation unit 22b, the eco lamp lighting determination unit 22c, the vehicle speed determination unit 22c1, and the travel distance integration unit 22d included in the fuel saving driving diagnosis unit 22 are fuel saving. The diagnostic condition management unit 11a, the driving condition determination unit 11a1, the best fuel consumption vehicle speed range calculation unit 11b, the eco lamp lighting determination unit 11c, the vehicle speed determination unit 11c1, and the travel distance integration unit 11d have the same functional configuration. .

  In the vehicle 1b, the eco lamp lighting determining unit 22c and / or the travel distance integrating unit 22d may be included in the fuel-saving driving diagnostic device 10b instead of the fuel-saving driving diagnostic unit 22. The notification method for notifying the driver of the vehicle 1a and the vehicle 1b of the scoring result and advice is not limited to the display on the display unit 16b, and may be a notification method using sound or voice.

  Although an example of the embodiment of the present invention has been described above, the present invention is not limited to this, and can be implemented in various different embodiments within the scope of the technical idea described in the claims. It may be. Moreover, the effect described in an example of embodiment is not limited to this.

  According to an example of the above embodiment, the diagnosis conditions for the vehicle speed range traveling diagnosis are relaxed or tightened in consideration of the vehicle traveling conditions, and the vehicle speed range traveling in and out when a predetermined condition is satisfied. Since the diagnosis is not performed, it is possible to improve the diagnosis accuracy of the vehicle speed range inside / outside running diagnosis, and thus to improve the scoring accuracy of the vehicle speed range inside / outside running.

  In addition, among the processes described in the example of the embodiment, all or part of the processes described as being automatically performed can be manually performed, or have been described as being manually performed. All or a part of the processing can be automatically performed by a known method. In addition, the processing procedure, the control procedure, the specific name, and information including various data and parameters shown in the exemplary embodiment can be arbitrarily changed unless otherwise specified.

  Each component of each illustrated device is functionally conceptual and does not necessarily need to be physically configured as illustrated. In other words, the specific form of distribution / integration of each device is not limited to that shown in the figure, and all or a part thereof may be functionally or physically distributed or arbitrarily distributed in arbitrary units according to various loads or usage conditions. Can be integrated and configured.

  Furthermore, each or all of the processing functions performed in each device are entirely or partially a CPU (Central Processing Unit) (or a microcomputer such as an MPU (Micro Processing Unit) or MCU (Micro Controller Unit)) and It may be realized by a program that is analyzed and executed by the CPU (or a microcomputer such as MPU or MCU), or may be realized as hardware by wired logic.

  The disclosed fuel-saving driving diagnostic device, fuel-saving driving diagnostic system, and fuel-saving driving diagnostic method make it possible to make an absolute, objective, and fair judgment of fuel consumption information and relate to the driving speed of the driver's car. This is useful when you want to contribute to environmental protection by improving your mileage to drive, especially your consciousness of complying with the speed limit and your consciousness of fuel-saving driving.

It is a block diagram which shows the structure of the fuel-saving driving | operation diagnostic apparatus of a vehicle which concerns on an example of embodiment, and a related apparatus. It is a figure which shows an example of an eco lamp lighting determination condition table. It is a figure which shows an example of a vehicle speed range excess rank weighting coefficient table. It is a figure which shows an example of a fuel-saving driving advice table. It is a figure which shows an example of a fuel-saving driving advice table. It is a flowchart which shows a fuel-saving driving | operation diagnosis processing procedure. It is a flowchart which shows the eco lamp lighting determination processing procedure. It is a flowchart which shows a vehicle speed diagnostic process sequence. It is a flowchart which shows the vehicle speed range inside / outside running diagnosis scoring result advice notification processing procedure. It is a figure which shows an example of the display mode of the driving score in a vehicle speed range, and a driving score outside a vehicle speed range. It is a figure which shows an example of the display mode of a fuel-saving driving advice. It is a figure which shows an example of the display mode of a fuel-saving driving advice. It is a block diagram which shows the structure of the fuel-saving driving | operation diagnostic apparatus which concerns on an example of deformation | transformation embodiment, and a related apparatus.

Explanation of symbols

1b, 1a Vehicle 10a, 10b Fuel-saving driving diagnosis device 11 Fuel-saving driving diagnosis unit 11a Diagnosis condition management unit 11a1 Traveling condition determination unit 11b Best fuel consumption vehicle speed range calculation unit 11c Eco lamp lighting determination unit 11c1 Vehicle speed determination unit 11d Travel distance integration unit 12 Fuel saving driving scoring unit 13 Fuel saving driving advice generating unit 14 In-vehicle network interface unit 15 Output interface unit 16a Eco lamp 16b Display unit 17 Car navigation device 17a Map information DB
18a Road information reception device 18b Speed limit information acquisition device 18c Trailing vehicle monitoring device 20a, 20b Travel control device 21 Vehicle type information management unit 22 Fuel-saving driving diagnosis unit 22a Diagnosis condition management unit 22a1 Travel condition determination unit 22b Best fuel consumption vehicle speed range calculation unit 22c eco lamp lighting determination unit 22c1 vehicle speed determination unit 22d travel distance integration unit 24 engine control device 25 brake control device 26 vehicle speed sensor 27 accelerator operation amount sensor 28 shift sensor 29 vehicle speed pulse signal integrated value storage unit 100 vehicle-mounted network

Claims (12)

A fuel-saving vehicle speed condition calculation unit that calculates a fuel-saving vehicle speed condition that is a vehicle speed condition of a vehicle that is considered to be fuel-saving driving based on the vehicle type information of the vehicle;
A fuel-saving vehicle speed condition determination unit that determines whether the vehicle speed of the vehicle satisfies a fuel-saving vehicle speed condition calculated by the fuel-saving vehicle speed condition unit;
A traveling state determination unit that determines whether or not a distance from the vehicle following the vehicle is a certain distance or more ;
It is determined whether or not the determination by the fuel-saving vehicle speed condition determination unit is performed according to the determination result by the traveling state determination unit, and the fuel-saving driving is performed for a period in which the determination by the fuel-saving vehicle speed condition determination unit is determined. A fuel-saving driving diagnosis device, comprising: a fuel-saving driving diagnosis unit that diagnoses fuel consumption.   2. The fuel-saving driving diagnosis apparatus according to claim 1, wherein the fuel-saving vehicle speed condition is changed according to the road condition or the traffic condition acquired by a road traffic condition acquisition apparatus that acquires a road condition or a traffic condition. .   The determination by the fuel-saving vehicle speed condition determination unit is canceled according to the road condition or the traffic condition acquired by the road traffic condition acquisition device that acquires the road condition or the traffic condition. Fuel-saving driving diagnostic device. The determination target travel distance that is the travel distance of the vehicle in the period determined by the fuel efficiency drive diagnosis unit to determine by the fuel efficiency vehicle speed condition determination unit, and the fuel efficiency vehicle speed condition of the determination target travel distance The fuel-saving driving scoring unit for scoring fuel-saving driving based on a comparison result with a travel distance determined by the determination unit to satisfy the fuel-saving vehicle speed condition when the vehicle speed of the vehicle satisfies the fuel-saving vehicle speed condition. 2. A fuel-saving driving diagnosis device according to 2 or 3.   The fuel-saving driving diagnosis apparatus according to claim 4, further comprising an advice generation unit that generates fuel-saving driving advice based on a scoring result by the fuel-saving driving scoring unit.   6. The fuel-saving driving diagnosis apparatus according to claim 4, further comprising a notifying unit that notifies a driver of a scoring result by the fuel-saving driving scoring unit or a fuel-saving driving advice generated by the advice generating unit. A fuel-saving driving diagnosis system that diagnoses fuel-saving driving of a vehicle,
A fuel-saving vehicle speed condition calculation unit that calculates a fuel-saving vehicle speed condition that is a vehicle speed condition of a vehicle that is considered to be fuel-saving driving based on the vehicle type information of the vehicle, and the vehicle speed of the vehicle is calculated by the fuel-saving vehicle speed condition unit. A fuel-saving vehicle speed condition determining unit that determines whether or not a fuel-saving vehicle speed condition is satisfied, a traveling condition determining unit that determines whether or not a distance between the vehicle and the following vehicle is a certain distance or more , and the traveling It is determined whether or not the determination by the fuel-saving vehicle speed condition determination unit is performed according to the determination result by the situation determination unit, and the fuel-saving driving is diagnosed for a period in which the determination by the fuel-saving vehicle speed condition determination unit is determined. A travel control device for the vehicle having a fuel-saving driving diagnosis unit,
The determination target travel distance that is the travel distance of the vehicle in the period determined by the fuel efficiency drive diagnosis unit to determine by the fuel efficiency vehicle speed condition determination unit, and the fuel efficiency vehicle speed condition of the determination target travel distance A fuel-saving driving scoring device having a fuel-saving driving scoring unit for scoring fuel-saving driving based on a comparison result with a travel distance determined by the determination unit to satisfy the fuel-saving vehicle speed condition. A fuel-saving driving diagnosis system characterized by   8. The fuel-saving driving diagnosis system according to claim 7, wherein the fuel-saving vehicle speed condition is changed according to the road condition or the traffic condition acquired by a road traffic condition acquisition device that acquires a road condition or a traffic condition. .   The determination by the fuel-saving vehicle speed condition determination unit is canceled according to the road condition or the traffic condition acquired by a road traffic condition acquisition device that acquires a road condition or a traffic condition. Item 9. The fuel-saving driving diagnosis system according to Item 7 or 8. The vehicle travel control device that performs travel control of a vehicle and performs fuel-saving driving diagnosis for diagnosing fuel-saving driving of the vehicle,
A fuel-saving vehicle speed condition calculation unit that calculates a fuel-saving vehicle speed condition that is a vehicle speed condition of a vehicle that is considered to be fuel-saving driving based on the vehicle type information of the vehicle;
A fuel-saving vehicle speed condition determination unit that determines whether the vehicle speed of the vehicle satisfies a fuel-saving vehicle speed condition calculated by the fuel-saving vehicle speed condition unit;
A traveling state determination unit that determines whether or not a distance from the vehicle following the vehicle is a certain distance or more ;
It is determined whether or not the determination by the fuel-saving vehicle speed condition determination unit is performed according to the determination result by the traveling state determination unit, and the fuel-saving driving is performed for a period in which the determination by the fuel-saving vehicle speed condition determination unit is determined. A vehicle travel control device comprising: a fuel-saving driving diagnosis unit that diagnoses A fuel-saving driving scoring device for scoring the fuel-saving driving of a vehicle,
The distance between the fuel-saving vehicle speed condition determination unit that determines whether or not the vehicle speed of the vehicle satisfies a fuel-saving vehicle speed condition that is a vehicle speed condition of a vehicle that is considered to be fuel-saving driving, and a succeeding vehicle of the vehicle is a constant distance A determination of whether or not the above is true, and whether or not to make a determination by the fuel-saving vehicle speed condition determination unit according to a determination result by the driving condition determination unit, and determining the fuel-saving vehicle speed condition A fuel-saving driving diagnosis result acquisition unit for acquiring a fuel-saving driving diagnosis result from a fuel-saving driving diagnosis device having a fuel-saving driving diagnosis unit for diagnosing fuel-saving driving for a period determined to be determined by the unit;
According to the fuel-saving driving diagnosis result of the vehicle acquired by the fuel-saving driving diagnosis result acquisition unit, the fuel-saving driving speed diagnosis unit determines that the fuel-saving vehicle speed condition determination unit performs the determination in the period. Based on a comparison result between a determination target travel distance that is a travel distance of the vehicle and a travel distance that is determined by the fuel-saving driving diagnosis device that the vehicle speed of the vehicle satisfies the fuel-saving vehicle speed condition among the determination target travel distances And a fuel-saving driving scoring unit for scoring fuel-saving driving. A fuel-saving driving diagnosis method in which a fuel-saving driving diagnosis system diagnoses fuel-saving driving of a vehicle,
A fuel-saving vehicle speed condition calculating step for calculating a fuel-saving vehicle speed condition, which is a vehicle speed condition of a vehicle to be fuel-saving driving, based on the vehicle type information of the vehicle;
A fuel-saving vehicle speed condition determining step for determining whether or not the vehicle speed of the vehicle satisfies the fuel-saving vehicle speed condition calculated in the fuel-saving vehicle speed condition step;
A traveling state determination step for determining whether or not the distance between the vehicle and the following vehicle is a certain distance or more ;
It is determined whether or not to perform the determination in the fuel-saving vehicle speed condition determination step according to the determination result in the traveling state determination step, and the fuel-saving driving is performed for the period in which it is determined to perform the determination in the fuel-saving vehicle speed condition determination step A fuel-saving driving diagnosis step for diagnosing
The determination target travel distance that is the travel distance of the vehicle during the period determined to be determined by the fuel efficiency fuel speed condition determination step by the fuel efficiency drive diagnosis step, and the fuel efficiency vehicle speed condition of the determination target travel distance A fuel-saving driving scoring step including scoring a fuel-saving driving based on a comparison result with a travel distance determined by the determining step that the vehicle speed of the vehicle satisfies the fuel-saving vehicle speed condition. Diagnosis method.

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