JP2009156132A - Eco drive assist device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an eco drive system capable of inhibiting a state that it is not easily output, that a driving state is eco drive, due to a driver's drive characteristics or the like. <P>SOLUTION: This device includes an eco determination part 13 determining based on a determination threshold whether the drive state of a vehicle is an eco state or not, and an information control part 21 executing control to inform degree of eco of the drive state of the vehicle based on a determination result of the eco determination means. The eco determination part 13 gradually changes the determination threshold from an initial determination threshold to a determination threshold with which the drive state is not easily determined as the eco state. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a technology for supporting a driver's eco-driving.

  In recent years, from the viewpoint of environmental protection, eco-driving support devices that support the eco-driving of drivers (hereinafter referred to as drivers) have been mounted on vehicles. For example, it is determined whether or not the vehicle is in a driving state with good fuel efficiency from the amount of depression of the accelerator, the engine efficiency, and the traveling speed and acceleration. A technology has been proposed that turns on a diode and recognizes that the vehicle is eco-friendly.

  For example, in Patent Documents 1 to 3, a technology for learning a fuel consumption map based on the driving state of an engine and assisting a driver in ecological driving, and making a determination of eco driving based on a fuel consumption map as a learning result. Is disclosed. Patent Document 4 discloses a technique for issuing a warning when eco-driving is not being performed (hereinafter referred to as non-eco-driving), but manually changing the conditions at that time. Further, Patent Document 5 discloses a technique for correcting the fuel efficiency based on the secular change of the fuel efficiency ratio, and Patent Document 6 discloses a technique for changing the fuel efficiency map by extracting the classification of the driving characteristics of the driver.

JP 2006-70704 A JP 2006-46149 A JP 2006-77665 A JP 2005-337228 A JP 2004-60548 A Japanese Patent Laid-Open No. 5-189698

  By the way, the above-described fuel efficiency map is kept constant in advance, and there is a possibility that eco-driving is not output in the case of a driver who has low awareness and technology for eco-driving. Some drivers feel this annoying and may refrain from using the eco-driving support device itself.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide an eco-driving support device that can suppress a state in which it is difficult to output that eco-driving is performed due to the driving characteristics of the driver.

In order to achieve such an object, the present invention is based on an eco state determination unit that determines whether or not the driving state of a vehicle is an eco state based on a determination threshold, and a determination result of the eco state determination unit. The notification control means for controlling so as to notify the eco degree of the driving state of the vehicle and the determination threshold value are gradually changed from the initial determination threshold value to a determination threshold value that is difficult to determine that the vehicle is in the eco state. An eco-driving support device comprising: a determination threshold value changing means for changing.
According to this configuration, the initial determination threshold value gradually changes to a determination threshold value that is difficult to determine as being in the eco state.

  In the eco-driving support device, the initial determination threshold value is set based on a driving characteristic of the driver.

  In the eco-driving support device, the determination threshold value changing unit changes the determination threshold value based on at least one of a travel distance of the vehicle, a travel time, and a skill level of the driver regarding eco-drive. And

  The eco-driving support apparatus is characterized in that the skill level of the driver regarding eco-driving is determined based on the frequency at which the eco-state determining means determines that the vehicle is in the eco-state.

  According to the present invention, it is possible to suppress a state in which it is difficult to output that the vehicle is eco-driving depending on the skill level of the driver regarding eco-driving. In addition, the eco-driving judgment threshold set based on the learning result approaches a judgment threshold that is difficult to judge as being in the eco state according to the travel distance or running time of the vehicle, and the driver's eco-driving As the skill level and consciousness increase, a judgment threshold desirable for eco-driving is set.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be specifically described with reference to the drawings. In addition, as the definition of eco in this specification, it shall have the meaning of both economy and ecology, or any one.
Economy means saving fuel (saving fuel) by reducing fuel consumption. Ecology means that the consumption of fossil fuels is suppressed, and the generation and emission of harmful substances and carbon dioxide caused by the combustion of fossil fuels is suppressed.
FIG. 1 is a configuration diagram of an eco-driving support system according to an embodiment of the present invention, and FIG. 2 is a functional block diagram showing a hardware configuration of a powertrain ECU 10 and a meter ECU 20.

  As shown in FIG. 1, the eco-driving support system includes a powertrain ECU 10, a meter ECU 20, and the like. These ECUs (electronic control units) 10 and 20 are connected to each other via a network 30 such as an in-vehicle LAN, and a protocol such as CAN (Controller Area Network) is used, for example. In the present embodiment, the power train ECU 10 and the meter ECU 20 have a function as an eco-driving support device.

  The powertrain ECU 10 includes an engine control unit 11 that controls the engine, a transmission control unit 12 that controls the transmission, and the like, and acquires measurement data such as an intake air amount and an air-fuel ratio from various sensors 50. The control command values such as the fuel injection amount, the ignition timing, and the shift timing are calculated based on the control, and the actuator 60 such as the injector and the ignition coil is controlled based on the calculation result.

  Further, the powertrain ECU 10 includes an eco determination unit 13 as an eco state determination unit and a determination threshold value change unit of the present invention, and the eco determination unit 13 determines whether or not the driving state of the vehicle is an eco drive. To do. The eco driving means, for example, driving with good fuel efficiency. Whether or not the vehicle is eco-friendly is determined by comparing a calculated value calculated from measurement data or the like with a predetermined determination threshold value. Therefore, the determination threshold is a determination criterion for determining whether or not the vehicle is eco-friendly. Details of the operation of the eco judgment unit 13 will be described later.

  The meter ECU 20 includes a notification control unit 21 as a notification control unit of the present invention, and the notification control unit 21 controls various indicator lamps and an eco display unit 41 in an indicator panel 40 mounted on the vehicle. The eco display unit 41 includes a bar graph indicating the degree of eco driving (hereinafter referred to as eco bar), a lamp that is turned on when eco driving is performed (hereinafter referred to as eco lamp), and the like.

  The ECUs 10 and 20 described above are so-called computers, that is, as shown in FIG. 2, a processing device 10a such as a CPU, SRAM (Static Random Access Memory), DRAM (Dynamic RAM), SDRAM (Synchronous DRAM), NVRAM. A hardware configuration in which a RAM 10b such as (Non Volatile RAM), a ROM (Read Only Memory) 10c such as a flash memory, and an I / F 10d that controls input / output in communication with each other is connected by a bus 10e.

  Therefore, the CPU 10a reads a required program stored in the ROM 10c or the like and performs calculations according to the program, thereby realizing the functions in the ECUs 10 and 20. In addition, as such a program, it can be set as the program according to the flowchart mentioned later.

Next, the operation of the eco driving support system will be described.
First, the processing procedure of the eco judgment unit 13 in the powertrain ECU 10 will be described with reference to FIGS.
FIG. 3 is a flowchart showing an example of the processing procedure of the eco judgment unit 13, FIG. 4 is a diagram showing an example of a fuel consumption map for calculating a determination threshold value of the accelerator opening from the vehicle speed, and FIG. 5 is a diagram for explaining the guard process. FIG. 6 is a graph showing the eco-driving state quantity after the guard process, and FIG. 7 is a graph showing the eco-driving state quantity after the annealing process.

  As shown in FIG. 3, when the various measurement data is input from the various sensors 50, the eco determination unit 13 first determines whether or not the input measurement data is normal (step S1). This determination process is performed, for example, based on whether the same measurement data is continuously input within a predetermined time. When the same measurement data is continuously input, it is determined that the measurement data is not normal. In this case, it can be determined that a sticking abnormality or the like has occurred in the various sensors 50.

  If it is determined that the measurement data is normal, the eco judgment unit 13 then determines whether or not to provide fuel saving advice, that is, an indication of an eco-driving of the vehicle state, for example, an indication by an eco bar. It is determined whether or not a display with an eco lamp can be provided to the driver (step S2). This determination process is performed, for example, depending on whether the shift lever is at the back or parking position or a signal for turning on the power switch of the eco-driving support system is input. It is determined that eco-drive display is not possible. Conversely, when the shift lever is in the drive range position, it is determined that eco-drive display is possible.

  If it is determined that the eco driving can be displayed, the eco determination unit 13 then calculates a determination threshold value for determining the eco driving (step S3). For example, the determination threshold value is calculated with reference to a fuel consumption map shown in FIG. In the fuel consumption map, the relationship between the vehicle speed and a determination threshold value of the accelerator opening for determining whether or not the eco-driving is performed at the vehicle speed is recorded. A curve a on the fuel consumption map is a boundary line that separates the eco region and the non-eco region, and a value on the boundary line indicates a determination threshold value at the vehicle speed. The eco determination unit 13 holds such a fuel consumption map, and calculates a determination threshold value of the accelerator opening from the vehicle speed measured by the various sensors 50.

Next, the eco judgment unit 13 calculates the eco driving state amount from the judgment threshold value calculated in the process of step S3 and the current accelerator opening obtained from the measurement data of the various sensors 50, and the like. The display mode of the eco lamp, for example, lighting or extinguishing, flashing, etc. is determined from the calculated value (step S4). This eco-driving state quantity is

Eco-drive state quantity = ((current accelerator opening) / judgment threshold) x 100

Can be calculated. As for the lighting of the eco lamp, for example, if the eco driving state amount is 100% or less, it is determined that the eco driving state is in effect and the eco lamp is turned on, and conversely, the eco driving state amount is 100%. If it is larger, it is determined that the vehicle is in the non-eco driving state, and the eco lamp is turned off.

  Next, the eco judgment unit 13 performs a guard process (step S5). The guard process is a process for preventing a deviation between the display of the eco lamp and the display of the eco bar.

Here, the guard process will be briefly described with reference to FIGS.
As shown in FIG. 5, the eco determination unit 13 adds a predetermined value to the determination threshold value to calculate a guard threshold value. When the eco-driving state quantity is increasing, a predetermined time after the eco-driving state quantity exceeds the guard threshold is defined as a guard time. Further, when the eco-driving state quantity is decreasing, a predetermined time after the eco-driving state quantity falls below the upper limit threshold is set as the guard time.

  Within this guard time, the eco-driving state quantity is changed so that the eco-driving state quantity does not change. That is, the eco-driving state amount is maintained 100% during the guard time. Thereby, the eco-drive state quantity after the guard process as shown in FIG. 6 can be obtained.

Next, the eco judgment unit 13 performs an annealing process (step S6). In order to prevent the eco-driving state quantity from temporarily changing due to noise or the like, or the eco-driving state quantity from changing suddenly, a smoothing process is performed according to the following equation.
P _(n) = (1-D) P _(n-1) + D * P
Note that P represents an eco-driving state quantity, P _(n) is the current value after the eco-driving state quantity is smoothed, and P _(n-1) is the previous value of the eco-driving state quantity. D is an annealing constant.
In addition to this, a moving average obtained by adding a predetermined number of eco-driving state quantities generated each time measurement data is input from various sensors 2, a rate limit, an output value filter (low-pass filter) process, etc. Processing may be performed.

  Next, the eco judgment unit 13 performs a process of removing the mismatch between the eco driving state quantity subjected to the annealing process and the display state of the eco lamp (step S7). That is, as shown in FIG. 7, the eco lamp is switched on and off in accordance with the timing at which the eco operation state amount after the annealing process becomes 100%.

  Next, the eco judgment unit 13 determines whether or not the vehicle is currently stopped (step S8). The process is performed based on whether or not the vehicle is stopped based on the vehicle speed input from the various sensors 50. For example, when the vehicle speed falls below 2 km / h, it is determined that the vehicle is in a stopped state, and when the vehicle speed exceeds 4 km / h, it is determined that the vehicle is in a traveling state. Further, when the vehicle speed is between 2 km / h and 4 km / h, the vehicle is not immediately determined to stop, and then waits until there is a change in the vehicle speed.

  Here, when the eco determination unit 13 determines that the vehicle is not in a stopped state, for example, when it is determined that the vehicle is in a traveling state, the eco state is calculated by using the calculated eco driving state amount and information indicating the display state of the eco lamp. The meter ECU 20 is notified as a signal (step S9), and the process is terminated.

  In the process of step S1 described above, when the eco determination unit 13 determines that the input measurement data is not normal, 0% is calculated as the eco driving state amount at the time of failure of the various sensors 50 (step S1). S10). In the process of step S2, when the eco determination unit 13 determines that the eco driving display is not possible, 0% is calculated as the eco driving state amount at the time of exclusion (step S11). Furthermore, if it is determined in step 8 that the vehicle is in a stopped state, 0% is calculated as the eco-driving state amount when the vehicle is stopped (step S12).

Next, the processing procedure of the notification control unit 21 in the meter ECU 20 will be described with reference to FIGS.
FIG. 8 is a flowchart illustrating an example of a processing procedure of the notification control unit 21, and FIG. 9 is a display example of the eco display unit 41.

  As shown in FIG. 8, the notification control unit 21 continues the standby state until it receives an eco state signal from the powertrain ECU 10 (step S21). Based on the above, the display of the eco display unit 41 of the indicator panel 40 is controlled (step S22). Examples of display control of the eco display unit 41 include lighting of an eco lamp and display of an eco bar.

  As described above, the eco-driving support system displays the eco-driving state quantity as the eco bar on the indicator panel 40 and turns on the eco lamp by the functions of the powertrain ECU 10 and the meter ECU 20.

  For example, as shown in FIG. 9A, in the case of eco driving, an eco bar is displayed in the eco driving area 41a between 0% and 100%, and as an operation surplus amount until the eco bar reaches 100%. Indicated. In this case, the eco lamp 41d is turned on.

  On the other hand, as shown in FIG. 5B, in the case of non-eco-driving, an eco-bar is displayed up to the non-eco-driving region 41b exceeding 100%, and an excess of 100% is indicated as an operation deviation amount. In this case, the eco lamp 41d is turned off.

  The reference 100% indicates the judgment threshold value in the eco-drive region. As a result, the driver can visually recognize eco-driving. The eco lamp 41d may be blinked when the eco bar is in the range from the upper threshold value 100% to less than plus or minus 5%. This alerts the driver to eco-driving.

Next, the calculation form of the determination threshold value in the process of step S3 described above will be described with reference to FIGS.
FIG. 10 is a flowchart showing an example of the determination threshold value calculation process, FIG. 11 is an acceleration distribution diagram in each speed range, and FIG. 12 is a table showing acceleration included in each speed range.

  As shown in FIG. 10, the eco judgment unit 13 first receives input information (step S31). The input information is received, for example, by turning on the eco-driving support system. As a result, subsequent driving conditions and the like are stored for fuel consumption learning.

  Next, the eco determination unit 13 performs speed range determination (step S32). In the speed range determination, a predetermined speed range (for example, 120 km / h) is divided to determine how many km / h the vehicle speed of the vehicle currently traveling is currently in. Then, the acceleration in each speed range generated by the division is extracted (step S33), and the acceleration for each speed range is stored (step S34). Note that the division of the speed range can be arbitrarily set such as 5 divisions and 10 divisions.

The processing of steps S32 to S34 described above will be specifically described with reference to FIGS. The acceleration distribution diagram shown in FIG. 11 is a diagram in which the X-axis direction is represented as the vehicle speed (km / h) and the Y-axis direction is represented as the vehicle acceleration (km / h ² ). For example, in the region of 0 to 23 km / h, as shown in the figure, accelerations of 11 km / h ² , 12 km / h ² , 14 km / h ² , and 16 km / h ² are distributed. Therefore, as shown in FIG. 12, these accelerations are stored in the region of 0 to 23 km / h. In addition, acceleration is memorize | stored by the same method also about another speed range.

  Next, the eco judgment unit 13 performs analysis period determination (step S35). The analysis period determination is performed based on, for example, whether or not a predetermined time (for example, 5 hours) has elapsed since the switch of the eco-driving support system was turned on. Here, when it is determined that the predetermined time has not yet elapsed, the eco determination unit 13 determines that the driving characteristics of the driver are being analyzed, and repeats the processing of steps S32 to S34 described above to determine each speed range. The acceleration at is memorized.

  On the other hand, when the predetermined time has elapsed, the eco determination unit 13 determines that the analysis period has elapsed, stops the analysis, and performs an averaging process on the acceleration in each speed range (step S36). As the averaging process, various mathematical / statistical methods such as an arithmetic average, a geometric average, and a harmonic average can be used. In order to avoid processing complexity, it is desirable to use an arithmetic average. If necessary, the speed when the acceleration is recorded may be used for weighting. Further, when performing the averaging process, the processing may be performed after removing the maximum value and the minimum value from the respective target values for obtaining the average value.

  Next, the eco judgment unit 13 performs an interpolation process (step S37). The interpolation process is a process for interpolating between the accelerations averaged in the process of step S35.

  This interpolation processing will be specifically described with reference to FIG. FIG. 13 is a graph showing an example of interpolation processing. The graph shown in the figure is a graph in which the X-axis direction is the vehicle speed and the Y-axis direction is the vehicle acceleration. The acceleration in each speed range indicates the average value of the acceleration in the average value of the speed range. The interpolation process is performed, for example, by connecting the average acceleration at each average speed with a straight line (line segment). As a result, it is possible to determine eco-driving / non-eco-driving for the acceleration between the speeds. FIG. 14 is a graph obtained by performing spline interpolation on the graph shown in FIG. In this way, by performing spline interpolation, the graph becomes smooth, and abrupt judgment of eco / non-eco operation is suppressed. As the interpolation method, a known mathematical method can be used.

  Next, the eco judgment unit 13 generates a fuel consumption map based on the graph generated by the process of step S37 (step S38). The fuel consumption map is generated by using the required torque map or the like and converting the graph described above into the accelerator opening or the vehicle power. The fuel consumption map generated in this way is, for example, a fuel consumption map as shown in FIG. The fuel consumption map generated in this step is an initial fuel consumption map that reflects driving characteristics such as the skill level of the driver. In the following description, the fuel consumption map is referred to as a training fuel consumption map.

  Next, the eco judgment unit 13 calculates a deviation amount between the default fuel consumption map and the training fuel consumption map based on a regular fuel consumption map (referred to as a default fuel consumption map) held by itself (step S39). The default fuel consumption map is an optimal fuel consumption map provided by the manufacturer at the time of product shipment to judge eco-driving.

  Next, the eco judgment unit 13 divides the above-described divergence amount by a predetermined division ratio (for example, 5 divisions), and sets the division result as a training fuel consumption map update step (step S40). This update step is a parameter that becomes a step when bringing the training fuel consumption map closer to the default fuel consumption map. As described above, the driving characteristics of the driver are determined by the processing of steps S31 to S40, a training fuel consumption map is set according to the determination, and the training fuel map is made to be closer to the regular fuel consumption map. An update step is set.

  When the training fuel consumption map and the update step are set, the eco determination unit 13 determines whether or not the update timing has been reached during traveling (step S41). This update timing is determined based on, for example, the travel distance of the vehicle, the travel time, the skill level of the driver on eco driving, and the like.

  For example, when the update timing is determined based on the travel distance or travel time, the distance traveled and the time traveled after the setting of the fuel consumption map for training described above is measured, and it is determined that the predetermined distance or time has been exceeded. The training fuel consumption map is changed to the default fuel consumption map based on the update step.

  In addition, when judging the update timing based on the eco-driving rate, when the vehicle is traveling, the time when the vehicle has been eco-driving is measured out of the traveling time since the setting of the fuel consumption map for training, etc. Then, when it is determined that the ratio exceeds a predetermined ratio (for example, 70%), the training map is brought closer to the default map based on the update step. The determination of the update timing based on the eco-driving rate may be performed based on the travel distance.

  Furthermore, when judging the update timing based on driving characteristics such as the driver's skill level, the driver is divided into beginners, intermediates, advanced, etc., and when the driver is changed from beginners to intermediates, the fuel consumption map for training Is made closer to the default fuel consumption map based on the update step. When evaluating the driving characteristics of the driver, the evaluation means described in Patent Document 6 may be used. You may make it judge the skill level regarding eco-drive based on the frequency determined to be in an eco state.

  As described above, even if the driver has low eco-consciousness, skill, etc., the training fuel consumption map corresponding to the driving characteristics of the driver is set in the eco-driving support system at the beginning of driving. Therefore, for example, there is a possibility that the state of eco-driving is not output from the state where eco-driving is not output, and that the frequency of eco-driving is increased. As a result, the driver can recognize that his / her driving is eco-friendly, and is easily relieved from the troublesomeness of the former.

  Further, in such a state, when the awareness, technology, etc. of eco-driving increase, the fact that it is eco-driving continues to be output. When the eco-driving support system determines that the driver's awareness of eco-driving, skill level, etc. has increased, as shown in FIG. 16, the default fuel consumption map is gradually set based on the update threshold a for determination. (Determination threshold) Gradually change toward b. As shown in FIG. 15, the degree of eco-driving of the driver can be set more finely than when approaching at once. Finally, the training fuel consumption map a may be superimposed on the default fuel consumption map b. As a result, the judgment of eco-driving which is stricter than the initial eco-driving is made, and the driver is likely to be conscious of further eco-driving.

  In the first embodiment described above, the eco judgment unit 13 is configured in the powertrain ECU 10, but may be configured in the meter ECU 20 as shown in FIG. The driver's eco-driving technology may be displayed on the display device in the passenger compartment according to the level, or may be output by voice.

  In addition, the navigation ECU that controls the navigation device (so-called car navigation) can be provided with the function of the eco-determining unit 13 described above to display the eco-bar display described above on the display of the navigation device. The eco judgment unit 13 may be provided in the drive recorder ECU.

(Second Embodiment)
1st Embodiment mentioned above demonstrated the system structure which displays eco-driving assistance information on the vehicle carrying only an engine. In the present embodiment, an eco-driving support system mounted on a hybrid vehicle (hereinafter, a hybrid is abbreviated as HV) mounted with an engine and a motor will be described.

FIG. 18 shows a configuration of an eco driving support system in which an HV-ECU 70 is provided with an eco judgment unit 72 having the same configuration as the eco judgment unit 13 described above.
The HV-ECU 70 manages and controls a battery ECU (not shown), an engine ECU, a motor / generator ECU 80, and the like to control the entire hybrid system so that the hybrid vehicle can operate most efficiently.

The HV-ECU 70 includes an HV control unit 71 and an eco judgment unit 72 as shown in FIG.
The HV control unit 71 inputs sensor signals measured by the various sensors 50 and signals from other EUCs, and generates a control signal for controlling the hybrid system. Further, the HV control unit 71 outputs an HV state signal indicating the state of the HV system to the eco judgment unit 72. The HV state signal includes vehicle power, vehicle limit output power, battery charging permission power, and the like.

  The eco determination unit 72 inputs the HV state signal output from the HV control unit 71 and the sensor signals output from the various sensors 50, and calculates an eco driving state amount representing the state of eco driving.

Here, the eco-driving state quantity generated by the eco judgment unit 72 will be described.
The eco-driving state quantity generated in the present embodiment is calculated based on the vehicle power. The vehicle power is expressed as the amount of electric power and the power, and can be obtained by the sum of the product of the engine torque and the engine speed and the product of the motor torque and the motor speed.
In a hybrid vehicle, since a motor driven by electric power and an engine are provided, vehicle power is used to express energy generated by both the motor and the engine by one reference.

  The eco determination unit 72 acquires the vehicle speed from the various sensors 50 and acquires the current vehicle power of the vehicle from the HV control unit 71. Next, with reference to the fuel consumption map shown in FIG. 19, a vehicle power determination threshold value a that can be determined as an eco-driving state at the current vehicle speed is calculated.

The fuel efficiency map shows the vehicle speed and the upper limit value (determination threshold) of vehicle power that can be determined to be in the eco-driving state. When the vehicle power determination threshold value is obtained with reference to the fuel consumption map shown in FIG. 19, the eco determination unit 72 divides the current vehicle power acquired from the HV control unit 71 by the determination threshold value according to the following equation. The eco-driving state quantity is calculated by adding 100 to the divided value.
Eco-drive state quantity = ((current vehicle power / judgment threshold) x 100) (%)

FIG. 20 shows a display example displayed on the eco display unit 41 of the indicator panel 40.
In the present embodiment, as shown in FIG. 20, a regenerative operation area 41c where the vehicle can be determined to be in a regenerative operation state and a display of the HV eco zone 41e are additionally displayed.

A regenerative operation area 41c shown in FIG. 20 is an area prepared for a hybrid vehicle, and indicates that the driving state of the vehicle is in a regenerative state by operating a regenerative brake.
The HV eco-zone 41e indicates that the vehicle is driven only by the motor if the eco-drive state quantity is within the HV eco-zone 41e.

  Also in this embodiment, since the eco-driving state quantity indicating the eco-driving degree of the vehicle is known, it is possible to provide an operation guideline for eco-driving. That is, it is possible to indicate how much the driving operation should be improved in order to perform eco-driving, or how much the accelerator can be further depressed in order to be in the eco-driving state.

  The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to the specific embodiments according to the present invention, and various modifications are possible within the scope of the gist of the present invention described in the claims.・ Change is possible. For example, the program of the present invention can be provided not only by communication means but also stored in a recording medium such as a CD-ROM.

For example, the eco lamp 41d may or may not be provided in the eco display unit 13 for both a vehicle equipped with only an engine and a hybrid vehicle.
In addition, the display of the non-eco-operation area 41b may be displayed by on / off lighting control such as an LED instead of the eco-bar display in both the vehicle equipped with only the engine and the hybrid vehicle (see FIG. 21A). When the amount of eco-drive state exceeds 100%, the non-eco-drive region 41b is turned on (lighted).

Further, in the eco display unit 31 of the hybrid vehicle, the display of the regenerative operation area 41c may be an eco bar display, or LED on / off lighting control may be performed.
The example shown in FIG. 21B is an eco bar display for a hybrid vehicle. In addition to the regenerative operation area 41c, an area 41f in which a brake other than the regenerative brake that cannot collect power is activated is displayed. May be.

  Further, in the eco display section 72 of the hybrid vehicle, an area where the eco-driving state amount is 0% or more may be divided into an HV eco zone 41d area and other areas, or the HV eco zone 41d is not provided. It may be.

  Further, in the eco display units 13 and 72 of the vehicle equipped with only the engine and the hybrid vehicle, a circle display such as a speedometer shown in FIG. 21C may be employed instead of the eco bar display.

  In the above-described embodiment, the eco-driving state quantity of the vehicle is obtained based on the vehicle speed or the like and displayed in real time. For example, the vehicle speed and the eco-driving state quantity obtained by the eco judgment unit are recorded on the recording medium. For example, the recorded contents of the recording medium may be read into the computer device after getting off and the change in the eco-driving state amount with time may be displayed.

  In addition, as shown in FIGS. 1, 17, and 18, eco-display may be performed via an in-vehicle ECU (meter ECU, navigation ECU, etc.) that performs display control from the eco-judgment units 13 and 72. The eco determination units 13 and 72 may directly control the display of the eco display unit 41.

  In the above-described embodiment, the training fuel consumption map is generated, and when the travel distance or the like reaches a predetermined condition, the training map is switched based on the determined update step. All the training maps corresponding to the steps may be generated after the update step is determined, and the training fuel consumption map may be switched when the travel distance or the like reaches a predetermined condition.

It is a block diagram of an eco-driving system. It is a functional block diagram which shows the hardware constitutions of ECU. It is a flowchart which shows an example of operation | movement of an eco judgment part. It is a figure which shows a fuel consumption map. It is a graph for demonstrating a guard process. It is a graph which shows the amount of eco-drive states after a guard process. It is a graph which shows the amount of eco-drive states after an annealing process. It is a flowchart which shows an example of the process sequence of a notification control part. It is an example of a display of an eco display part. It is a flowchart which shows an example of a determination threshold value calculation process. It is an acceleration distribution map in each speed range. It is a table | surface which shows the acceleration contained in each speed range. It is a graph which shows an example of an interpolation process. It is a graph which shows another example of an interpolation process. It is a figure for demonstrating a training fuel consumption map approaching a default fuel consumption map. It is a figure for demonstrating a training fuel consumption map approaching a default fuel consumption map in steps. It is another block diagram of an eco-driving system. It is a figure which shows the structure of the eco-driving assistance system when applied to a hybrid vehicle. It is a figure which shows an example of the fuel consumption map which calculates the determination threshold value of vehicle power from a vehicle speed. It is a figure which shows an example of the eco bar display in a hybrid vehicle. It is a figure which shows the other example of an eco bar display.

Explanation of symbols

10 Powertrain ECU
11 Engine control unit 12 Transmission control unit 13 Eco judgment unit 20 Meter ECU
DESCRIPTION OF SYMBOLS 21 Notification control part 30 Network 40 Indicator panel 41 Eco-display part 41a Eco-operation area | region 41b Non-eco-operation area | region 41c Regenerative operation area | region 41d Eco lamp 41e HV eco-zone 50 Sensor 60 Actuator 70 HV-ECU
71 HV control unit 72 Eco judgment unit 80 Motor / generator ECU

Claims (4)

Eco state determination means for determining whether or not the driving state of the vehicle is in an eco state based on a determination threshold;
Based on the determination result of the eco state determination unit, a notification control unit that controls to notify the eco degree of the driving state of the vehicle;
An eco-driving support comprising: a judgment threshold value changing means for gradually changing the judgment threshold value from an initial judgment threshold value to a judgment threshold value that is difficult to judge as being in an eco state apparatus.   The ecological driving support device according to claim 1, wherein the initial determination threshold is set based on a driving characteristic of the driver.   The determination threshold value changing unit changes the determination threshold value based on at least one of a vehicle travel distance, a travel time, and a driver's skill level regarding eco-driving. 2. The eco-driving support device according to 2. The eco-driving support apparatus according to claim 3, wherein the skill level of the driver regarding eco-driving is determined based on a frequency at which the eco-state determining unit determines that the driver is in an eco-state.

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