JP6457752B2 - Vehicle status notification system - Google Patents

Description

  The present invention relates to a vehicle state notification system that notifies a vehicle state that affects power consumption, fuel consumption, and the like.

  In recent years, an electric vehicle equipped with a battery and driven by a motor using the power of the battery as an energy source has become widespread. In such an electric vehicle, the cruising range varies depending on the power consumption of in-vehicle auxiliary equipment such as an air conditioner and an audio. Therefore, a technique for displaying how much the cruising distance is extended when the power supply to the auxiliary machine is turned off is disclosed (for example, Patent Document 1).

  In addition, in a car using gasoline as fuel, a server that collects the fuel consumption of the vehicle for each road section is provided, and the navigation device has the fuel consumption of the host vehicle in the road section where the vehicle is traveling and the fuel consumption of other vehicles collected by the server. Has been proposed (for example, Patent Document 2).

JP 2011-244652 A JP 2011-27507 A

  By the way, from the driver who drives the vehicle, the parameters (for example, the set temperature of the air conditioner, the driving technology, etc.) that affect the power consumption and fuel consumption of the vehicle are better or worse than other vehicles. There is a request to know evaluation information such as whether there is.

  However, with the technique of the above-mentioned Patent Document 1, it is possible to grasp only the influence of on / off of the auxiliary equipment of the host vehicle. In the technique of Patent Document 2, the fuel efficiency itself is only compared with other vehicles, and the factors that actually affect the fuel efficiency cannot be compared with other vehicles.

  Then, this invention aims at providing the vehicle state alerting | reporting system which can alert | report appropriately the evaluation information by the comparison with the own vehicle and another vehicle about the parameter which influences electricity consumption or a fuel consumption.

In order to solve the above-described problem, the vehicle state notification system of the present invention is a representative value representing a plurality of implementation data for each of a plurality of parameters affecting the driving efficiency indicating the efficiency of the driving distance with respect to the energy consumption of the vehicle. Representative value acquisition unit for acquiring data, execution data acquisition unit for acquiring execution data of a plurality of parameters in a specific vehicle, current running efficiency in a specific vehicle, and arbitrary selection of a plurality of parameters in a specific vehicle A comparison processing unit that compares the running efficiency when the one or a plurality of performed data is replaced with representative value data, and an evaluation information deriving unit that derives evaluation information for a plurality of parameters based on the comparison result of the comparison processing unit When, and a notification unit that notifies the evaluation information, the comparison processing unit, among the plurality of parameters, one or more implementations de The at least two or more traveling efficiencies derived by replacing different combinations of data with representative value data are compared with the current traveling efficiency, and the evaluation information deriving unit is based on the two or more comparison results of the comparison processing unit, It characterized that you derive evaluation information for a plurality of parameters.

  The representative value acquisition unit may collect the execution data from a plurality of vehicles and derive the representative value data.

  The representative value acquisition unit distributes the collected execution data to one class according to the driving efficiency among a plurality of predetermined classes, and the comparison processing unit is the class that includes the execution data of a specific vehicle. If it is an upper class, the representative value data of the class including the execution data is used. If the class including the execution data of the specific vehicle is not the highest class, one or more for the class including the execution data, Higher class representative value data may be used.

  One or both of classification information indicating the type of the vehicle and classification information indicating the classification of the road on which the vehicle is traveling are associated with the execution data, and the representative value acquisition unit includes the classification information, the classification The representative value data may be derived from the implementation data extracted based on one or both of the information.

  The notification unit may notify the evaluation information that has a large adverse effect on the traveling efficiency so that the driver can easily grasp the evaluation information.

  The vehicle state notification system includes a server and a client connected to the server via a communication network, the server includes at least a representative value acquisition unit, and the client includes at least an implementation data acquisition unit and a notification unit. But you can.

The notification unit is a display unit. As a result of detection of the driver's line of sight, if the driver's line of sight is not on the display unit and the traveling efficiency of a specific vehicle is equal to or greater than a predetermined threshold, evaluation information May not be notified.

  ADVANTAGE OF THE INVENTION According to this invention, the evaluation information by the comparison with the own vehicle and another vehicle can be alert | reported appropriately about the parameter which influences electricity consumption or a fuel consumption.

It is the schematic which shows the outline of a vehicle state alerting | reporting system. It is a functional block diagram which shows the schematic structure of a client. It is a functional block diagram which shows the schematic structure of a server. It is a flowchart which shows the flow of a process of a client and a server roughly. It is a flowchart which shows schematically the flow of a process of a parameter determination process step. It is explanatory drawing for demonstrating a class. It is a flowchart which shows the flow of a process of a comparison process step roughly. It is explanatory drawing for demonstrating a parameter. It is explanatory drawing for demonstrating an example of the derivation | leading-out process of a power consumption change rate. It is explanatory drawing for demonstrating a vehicle speed behavior. It is a flowchart which shows roughly the flow of a process of an evaluation information derivation process step. It is explanatory drawing for demonstrating evaluation information. It is explanatory drawing for demonstrating the example of a display of a display part. It is a functional block diagram which shows the schematic structure of the server in a modification.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific numerical values shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same function and configuration are denoted by the same reference numerals, and redundant description is omitted, and elements not directly related to the present invention are not illustrated. To do.

  FIG. 1 is a schematic diagram showing an outline of the vehicle state notification system 100. As shown in FIG. 1, the vehicle state notification system 100 includes a client 102 and a server 104.

  The client 102 is an in-vehicle device mounted on a plurality of vehicles 106 and communicates with the base station 108 through a wireless communication line. Then, the client 102 receives a plurality of parameters (for example, vehicle speed behavior, air conditioner set temperature, baggage weight, car navigation brightness, audio volume, tire pressure, etc.) that affect the power consumption and fuel consumption of the vehicle 106 from the plurality of vehicles 106. Get implementation data for.

  Then, the client 102 establishes communication with the server 104 via the base station 108 and the communication network 110 such as the Internet, and transmits the acquired execution data to the server 104. Here, the electric power consumption and the fuel consumption indicate the efficiency of travel distance (hereinafter simply referred to as travel efficiency) with respect to energy consumption such as fuel and electric power in the vehicle 106. In the following embodiment, the case where the vehicle 106 is an electric vehicle will be described by taking the power consumption as an example of the traveling efficiency.

  The server 104 establishes communication with the plurality of clients 102 via the communication network 110 and the base station 108, and collects execution data of the plurality of parameters acquired by the clients 102 mounted on each of the plurality of vehicles 106. Here, the implementation data is a value of each parameter when the vehicle 106 is actually traveling.

  Then, the server 104 analyzes the collected execution data, and transmits parameter evaluation information to the client 102 for each vehicle 106. The client 102 displays parameter evaluation information acquired from the server 104.

  Hereinafter, after briefly describing the configurations of the client 102 and the server 104 constituting the vehicle state notification system 100, processing of main functional units will be described in detail according to a flowchart.

  FIG. 2 is a functional block diagram illustrating a schematic configuration of the client 102. As shown in FIG. 2, the client 102 includes a wireless communication unit 120, a display unit (informing unit) 122, a line-of-sight detection device 124, and a control unit 126.

  The wireless communication unit 120 establishes communication with the server 104 via the base station 108 and the communication network 110 and transmits / receives data to / from the server 104.

  The display unit 122 includes an in-vehicle meter, a multifunction display (MFD), and the like, and displays parameter evaluation information acquired from the server 104 under the control of the control unit 126. Here, the case where the display unit 122 is an in-vehicle meter or a multifunction display mounted on the vehicle 106 has been described. However, a dedicated display for displaying evaluation information may be used.

  The line-of-sight detection device 124 includes an image pickup unit including a lens and an image pickup device. The image pickup unit is directed in a direction in which the driver's face is located, and the host vehicle (client 102 is mounted) imaged by the image pickup unit. From the face image data of the driver of the vehicle 106), it is determined whether or not the photographer is looking at the specific area of the display unit 122. Processing for the determination result of the line-of-sight detection device 124 will be described in detail later.

  The control unit 126 manages and controls the entire client 102 by a semiconductor integrated circuit including a central processing unit (CPU), a ROM that stores programs, a RAM as a work area, and the like. The control unit 126 also functions as the implementation data acquisition unit 130 and the display control unit 132.

  The execution data acquisition unit 130 acquires execution data of a plurality of parameters in the host vehicle from an air conditioner or a speed sensor mounted on the vehicle 106. In addition, the implementation data acquisition unit 130 acquires a power cost derived from the travel distance and power consumption of the vehicle 106 (hereinafter simply referred to as an actual power cost). Then, the implementation data acquisition unit 130 transmits the acquired implementation data and actual power costs to the server 104 via the wireless communication unit 120, for example, at predetermined time intervals.

  The display control unit 132 causes the display unit 122 to display the evaluation information received from the server 104 via the wireless communication unit 120.

  FIG. 3 is a functional block diagram illustrating a schematic configuration of the server 104. As illustrated in FIG. 3, the server 104 includes a communication unit 140, a holding unit 142, and a control unit 144.

  The communication unit 140 establishes communication with the client 102 via the communication network 110 and the base station 108, and transmits / receives data to / from the client 102. Implementation data is transmitted from the plurality of vehicles 106 to the communication unit 140 as needed.

  The holding unit 142 is configured by a storage medium (storage device) such as an HDD or an SSD. When the implementation data is transmitted from the plurality of vehicles 106, the holding unit 142 accumulates the transmitted implementation data in association with the actual electricity cost acquired together with the implementation data as needed.

  The control unit 144 manages and controls the entire server 104 by a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, a RAM as a work area, and the like. The control unit 144 also functions as the representative value acquisition unit 150, the comparison processing unit 152, and the evaluation information deriving unit 154.

  The representative value acquisition unit 150 accumulates the execution data collected from the plurality of vehicles 106 in the holding unit 142 in association with the actual electricity cost, and represents the plurality of stored execution data for each of the plurality of parameters. Is derived. As the representative value data, for example, an average value, a median value, a predetermined% tile value, etc. of a plurality of implementation data are used.

  The comparison processing unit 152 calculates a power consumption (hereinafter referred to as a “calculated power consumption”) for a specific vehicle 106 for which the evaluation information is derived, using the implementation data for all of the plurality of parameters, using a preset power consumption derivation formula. To derive. Hereinafter, the specific vehicle 106 from which the evaluation information is derived is referred to as the specific vehicle 106 in the description on the server 104 side, and is referred to as the own vehicle in the description on the client 102 side.

  Further, the comparison processing unit 152 derives a power cost (hereinafter referred to as a replacement power cost) by replacing the power data of only one of the plurality of parameters with the representative value data in addition to the power cost of only the power data. Then, the comparison processing unit 152 compares the calculated power cost with the replacement power cost for the specific vehicle 106 and outputs the comparison result (power cost change rate) to the evaluation information deriving unit 154.

  The evaluation information deriving unit 154 derives evaluation information for the execution data of the plurality of parameters of the specific vehicle 106 based on the comparison result between the calculation power cost and the replacement power cost by the comparison processing unit 152, and sends the client 102 via the communication unit 140. Send to.

  FIG. 4 is a flowchart schematically showing a processing flow of the client 102 and the server 104. As illustrated in FIG. 4, first, the implementation data acquisition unit 130 of the client 102 acquires, for example, the implementation data and actual power consumption of the host vehicle every predetermined cycle, and transmits them to the server 104 (S200).

  When the representative value acquisition unit 150 of the server 104 acquires the execution data and the actual electricity cost (S202), the representative value acquisition unit 150 performs a parameter determination process including derivation of the calculated electricity cost (S204). Then, the comparison processing unit 152 of the server 104 performs a comparison process between the calculation power cost and the replacement power cost (S206). The evaluation information deriving unit 154 derives evaluation information based on the comparison result of the comparison processing unit 152 (S208), and transmits it to the client 102 (S210). Parameter determination processing step S204, comparison processing step S206, and evaluation information derivation processing step S208 will be described in detail later.

  Upon receiving the evaluation information (S212), the display control unit 132 of the client 102 displays the evaluation information on the display unit 122 (S214).

  FIG. 5 is a flowchart schematically showing a flow of processing in the parameter determination processing step S204. As shown in FIG. 5, the representative value acquisition unit 150 reads the actual electricity cost of the specific vehicle 106 (S220).

  Subsequently, the representative value acquisition unit 150 determines thresholds (a first threshold and a second threshold described later) for allocating the actual electricity costs accumulated in the holding unit 142 to classes (S222).

  FIG. 6 is an explanatory diagram for explaining a class. As shown in FIG. 6, the actual electricity cost held in the holding unit 142 is divided into three classes. Here, the actual electricity cost that is less than 33% of the total actual electricity cost is class 1, the actual electricity cost that is 33% or more and less than 66% is class 2, and the actual electricity cost that is 66% or more is class 3.

  The representative value acquisition unit 150 derives the actual electricity cost that becomes the boundary between class 1 and class 2 as the first threshold, and derives the actual electricity cost that becomes the boundary between class 2 and class 3 as the second threshold.

  Since the execution data is associated with the actual electricity cost, the execution data is also divided into the same class as the associated actual electricity cost. That is, the representative value acquisition unit 150 distributes the collected implementation data to one class corresponding to the power consumption among a plurality of predetermined classes.

  Returning to FIG. 5, the representative value acquisition unit 150 determines whether or not the actual power consumption of the specific vehicle 106 is smaller than the first threshold value (S224). When the actual electricity cost of the specific vehicle 106 is smaller than the first threshold (YES in S224), the class of the actual electricity cost of the specific vehicle 106 (hereinafter referred to as the own class) is determined as class 1 (S226) and compared Class (hereinafter referred to as a comparison class) is determined as class 2 (S228).

  Then, the representative value acquisition unit 150 represents the implementation data for the implementation data (hereinafter simply referred to as the implementation data of the comparison class) associated with the actual electricity costs belonging to the comparison class and held in the holding unit 142. Representative value data is derived (S230).

  When the actual electricity cost of the specific vehicle 106 is equal to or greater than the first threshold (NO in S224), the representative value acquisition unit 150 determines whether or not the actual electricity cost of the specific vehicle 106 is smaller than the second threshold ( S232). When the actual electricity cost of the specific vehicle 106 is smaller than the second threshold (YES in S232), the own class is determined to be class 2 (S234), and the comparison class is determined to be class 3 (S236). Then, the process proceeds to representative value data deriving step S230.

  When the actual power consumption of the specific vehicle 106 is equal to or greater than the second threshold (NO in S232), the representative value acquisition unit 150 determines its own class as class 3 (S238), and determines the comparison class as class 3 ( S240). Then, the process proceeds to representative value data deriving step S230.

  In this way, the representative value acquisition unit 150 sets the class one level higher than the own class as the comparison class. However, if the own class is class 3, there is no class higher than class 3, so the comparison class is also class 3. Thus, the representative value data is derived from the execution data of the comparison class with the class one level higher as the comparison class. Here, even if there are two or more classes at the top of the own class, the evaluation information described later is not too strict by showing the higher class as a comparison class, and it is possible to show an appropriate evaluation. It becomes.

  FIG. 7 is a flowchart schematically showing the flow of processing in comparison processing step S206. As shown in FIG. 7, the comparison processing unit 152 derives a calculation power cost (S250). Then, the comparison processing unit 152 selects an unselected parameter (an arbitrary parameter for the first time) from among the parameters (S252).

  Subsequently, the comparison processing unit 152 derives a difference value between the implementation data and the representative value data for the selected parameter (S254), and whether or not the absolute value of the difference value is less than a preset third threshold value. Is determined (S256). If the absolute value of the difference value is less than the third threshold value (YES in S256), the process proceeds to the unselected determination process step S262.

  When the absolute value of the difference value is greater than or equal to the third threshold value (NO in S256), the comparison processing unit 152 derives a replacement electricity cost by replacing the implementation data with the representative value data for the selected parameter (S258).

  After that, the comparison processing unit 152 derives a power cost change rate using the calculated power cost and the replacement power cost (S260). Then, the comparison processing unit 152 determines whether there is an unselected parameter (S262). If there is an unselected parameter (YES in S262), the process returns to the parameter selection processing step S252. If there is no unselected parameter (NO in S262), the comparison processing step S206 is terminated.

  FIG. 8 is an explanatory diagram for explaining the parameters. Parameters include, for example, vehicle speed behavior (variable V), load weight (variable M), air conditioner set temperature (variable A), car navigation brightness (variable N), audio volume (variable O), tire pressure (variable T), and the like. is there. In FIG. 8, the execution data of each parameter is indicated by attaching “r” to the parameter variable, and the representative value data is indicated by adding “ave” to the parameter variable.

  In addition, each column of “Calculation 0” to “Calculation 6” indicates a variable used as a parameter, a power consumption derived using the variable, and a power consumption change rate.

As shown in the column of “Calculation 0” in FIG. 8, the calculated power cost (E _{0 in} FIG. 8) is a power cost derived using all parameters as implementation data.

In addition, as shown in the columns of “Calculation 1” to “Calculation 6” in FIG. 8, the comparison processing unit 152 replaces one of the parameters with representative value data, and replaces the rest with the implementation data (see FIG. 8). 8, E _{1 to} E ₆ ) are derived.

Then, the comparison processing unit 152 compares the calculated power consumption shown in the column “Calculation 0” with the replacement power costs shown in the columns “Calculation 1” to “Calculation 6” (P <b> 8 in FIG. 8). ₁ ~P ₆₎ to derive.

  FIG. 9 is an explanatory diagram for explaining an example of the derivation process of the power consumption change rate. As shown in FIG. 9, the electricity cost change rate is derived by the equation: electricity cost change rate = ((replacement electricity cost−calculated electricity cost) / calculated electricity cost) × 100.

  As described above, the representative value data is derived from the execution data of the comparison class. Therefore, the replacement power cost is derived based on the implementation data of the vehicle 106 whose actual power cost is higher than that of the specific vehicle 106 when the own class is class 1 or 2, and when the own class is class 3, 106 is derived based on the execution data of the vehicle 106 whose actual electricity cost is close to 106.

  In other words, when the replacement electricity cost is larger than the calculated electricity cost, the representative value of the comparison class contributes to the improvement of the electricity cost for the parameter in which the implementation data is replaced with the representative value data when the replacement electricity cost is derived. It can be said. At this time, the power consumption change rate becomes a positive value.

  Similarly, when the replacement electricity cost is smaller than the calculated electricity cost, when the replacement electricity cost is derived, for the parameters in which the execution data is replaced with the representative value data, the execution data of the own vehicle contributes to the improvement of the electricity cost. It can be said that. At this time, the power consumption change rate becomes a negative value.

  In this way, it is possible to grasp which of the own vehicle (the specific vehicle 106) and the average of the other vehicles 106 has a good value for the electric cost by the sign of the rate of change of the electric cost. In addition, as the rate of change in power consumption increases, the parameter indicates that the own vehicle (specific vehicle 106) has a worse value for power consumption than the average of other vehicles 106.

  Subsequently, the plurality of parameters will be described.

FIG. 10 is an explanatory diagram for explaining the vehicle speed behavior. As shown in FIG. 10, first, the actual vehicle speed data is classified into three patterns of acceleration, constant speed, and deceleration. In the pattern of acceleration, (in FIG. 10, indicated by a chain line L ₁₎ acceleration limitation to, or actual average acceleration is greater than what extent (or not exceed) is evaluated. Similarly, the pattern of the deceleration, (in FIG. 10, indicated by a chain line L ₂₎ deceleration restrictions on, or actual average deceleration (negative acceleration) is greater than what extent (or not exceed) the evaluation Is done.

The constant speed pattern in FIG. 10, as indicated by the two-dot chain line is assessed by size and blurring frequency range L ₃ of the vehicle speed of the variation. Specifically, for example, a standard deviation with variations in vehicle speed is an evaluation target.

  Further, the load weight is acquired by an output from a weight sensor or the like provided in the luggage compartment. When the representative value acquisition unit 150 derives representative value data about the load weight, the representative value acquisition unit 150 performs processing only on the execution data collected from the own vehicle (the specific vehicle 106) and the vehicle 106 having the same number of passengers. In this way, it is possible to avoid a situation in which the value of the representative value data is deviated from the representative value of the baggage weight to be originally obtained due to the execution data when the number of passengers is larger or smaller than that of the own vehicle.

  Similarly, when the representative value acquisition unit 150 derives representative value data about the air conditioner set temperature, the representative value acquisition unit 150 performs processing only on the own vehicle (specific vehicle 106) and execution data having the same outside air temperature and number of passengers. In this way, the value of the representative value data deviates from the representative value of the air conditioner set temperature that should be originally obtained by the execution data of the air conditioner set temperature in the warm area, even though the own vehicle (the specific vehicle 106) is in a cold region. Can be avoided.

  The tire air pressure may be a value acquired from a tire pressure monitoring system (TPMS), or may be derived from a torque of a motor that drives the vehicle 106 by calculation.

  In addition, although the car navigation system has been described with the brightness of the car navigation display and the audio volume with the audio volume as parameters, the power consumption of the car navigation system and the audio may be used as parameters.

  FIG. 11 is a flowchart schematically showing the flow of processing in the evaluation information derivation processing step S208. As illustrated in FIG. 11, the evaluation information deriving unit 154 extracts a maximum value and a minimum value from the plurality of power consumption change rates derived by the comparison processing unit 152 (S280).

  Then, the evaluation information deriving unit 154 determines whether or not the actual electricity cost is class 1 (S282). If the actual power consumption is class 1 (YES in S282), evaluation information indicating a negative factor of the power consumption is derived for the parameter replaced with the representative value data at the time of deriving the maximum power consumption change rate. And displayed on the display unit 122 (S284). Then, the said evaluation information derivation process step S208 is complete | finished.

  If the actual electricity cost is not class 1 (NO in S282), the evaluation information deriving unit 154 determines whether or not the actual electricity cost is class 2 (S286). If the actual electricity cost is class 2 (YES in S286), the evaluation information indicating the plus factor of the electricity cost is derived for the parameter replaced with the representative value data at the time of deriving the maximum electricity cost change rate.

  Further, the evaluation information deriving unit 154 derives evaluation information indicating a negative factor for the parameter replaced with the representative value data at the time of deriving the power consumption change rate that is the minimum value. Then, the evaluation information deriving unit 154 transmits the derived evaluation information to the client 102 to display on the display unit 122 (S288), and ends the evaluation information deriving processing step S208.

  If the actual electricity cost is not class 2 (NO in S286), the actual electricity cost becomes class 3, and the evaluation information deriving unit 154 determines the parameter replaced with the representative value data at the time of deriving the electricity cost change rate that is the maximum value. Emphasizing and deriving evaluation information showing positive factors of electricity consumption.

  Further, the evaluation information deriving unit 154 derives evaluation information indicating a negative factor for the parameter replaced with the representative value data at the time of deriving the power consumption change rate that is the minimum value. Then, the evaluation information deriving unit 154 transmits the information to the client 102 and displays it on the display unit 122 (S290). Then, the said evaluation information derivation process step S208 is complete | finished.

  FIG. 12 is an explanatory diagram for explaining the evaluation information, and illustrates, for each parameter, evaluation information indicating a negative factor of power consumption and evaluation information indicating a positive factor.

  As shown in FIG. 12, if the vehicle speed behavior is a negative factor of the electric cost, the evaluation information about the vehicle speed behavior is a phrase such as “When the acceleration / deceleration is performed slowly, the electric cost increases by A%”. The display control unit 132 of the client 102 displays such words on the display unit 122 and also displays an eco gauge, an eco lamp, and the like. At this time, by setting the eco gauge to be the same value as the representative value data when the gauge display is 50%, the driver classifies the average vehicle speed behavior of the comparison class. It can be considered that the overall average vehicle speed behavior is not, and it can be expected to improve electricity consumption.

  If the vehicle speed behavior is a positive factor of electricity costs, the phrase is “acceleration / deceleration friendly to electricity costs”. The display control unit 132 of the client 102 displays such words on the display unit 122.

  Hereinafter, for other parameters, only characteristic processing will be described.

  In the evaluation information about the air conditioner set temperature, if the air conditioner set temperature is a negative factor of the power consumption, whether or not the text can be displayed on the display unit 122 is determined based on the outside air temperature. Specifically, when the outside air temperature is extremely low or extremely high, it is determined that the change of the air conditioner set temperature is not realistic, and the wording about the air conditioner set temperature is not displayed.

  Also, if the air conditioner set temperature is a positive factor of electricity consumption, the wording about the air conditioner set temperature is not displayed when the air conditioner is OFF.

  In the evaluation information about car navigation, if car navigation brightness is a negative factor in electricity consumption, the wording about car navigation is based on whether the destination is set in the car navigation system and whether the same driving route is being used repeatedly. Whether or not to display is determined.

  Further, in the evaluation information about the tire pressure, if the tire pressure is a negative factor of the power consumption, if the representative value data of the tire pressure is higher than the appropriate pressure, the word about the tire pressure is not displayed.

  FIG. 13 is an explanatory diagram for explaining a display example of the display unit 122. As shown in FIG. 13A, when the air-conditioner set temperature is a negative factor of the power consumption, the display control unit 132 displays “The air-conditioning cost is D when the air-conditioner set temperature is set to C degrees” on the display 122 (MFD). % "Will be displayed. The power consumption of the air conditioner and the set temperature of the air conditioner are also shown. These pieces of information are displayed on the driver side on the right side in FIG. 13A in the display area of the display unit 122.

  On the other hand, as shown in FIG. 13 (b), when the air conditioner set temperature is a positive factor of electricity consumption, the display control unit 132 displays “the air conditioner set temperature is set appropriately on the display unit 122 (MFD)”. . "Is displayed. The power consumption of the air conditioner and the set temperature of the air conditioner are also shown. These pieces of information are displayed on the passenger seat side on the left side in FIG. 13B in the display area of the display unit 122.

  In this way, the display unit 122 displays evaluation information that has a greater adverse effect on the power consumption so that the driver can easily understand it. Therefore, it is possible to increase the possibility that the electricity cost improvement action based on the evaluation information is executed.

  FIG.13 (c) shows an example of the display part 122 (vehicle-mounted meter), and FIG.13 (d)-(f) shows an example of the data displayed on the display area of the broken-line part of FIG.13 (c). Show. Here, in order to facilitate understanding, the display of the above wording is not shown, and only the display of the eco gauge EG will be described.

  When the driving behavior is a negative factor of the power consumption, the display control unit 132 displays the eco gauge EG on the uppermost display area in the display area as shown in FIG. Further, when the driving behavior is a plus factor of the electricity cost, the display control unit 132 displays the eco gauge EG on the lower part of the display area that is difficult to visually recognize, as shown in FIG.

  On the other hand, it is assumed that the driving behavior is a plus factor of the electricity cost and the electricity cost of the host vehicle is equal to or greater than a predetermined threshold. When it is determined that the driver's line of sight is not in the display area as a result of the line-of-sight detection by the line-of-sight detection device 124, the display control unit 132 displays the display as shown in FIG. Do not display the eco gauge EG in the area.

  As described above, if the driver's line of sight is not placed on the display unit 122 as a result of the driver's line of sight detection, and the power consumption of the host vehicle is greater than or equal to a predetermined threshold, the display control unit 132 The eco gauge EG (evaluation information) is not displayed on the display unit 122.

  In this case, since it is estimated that the driver can perform a driving operation that is cost-effective without looking at the eco gauge EG and does not require the eco gauge EG, the driver does not display the eco gauge EG or the like. The display area can be used effectively.

  As described above, according to the present embodiment, it is possible to notify the driver of evaluation information, such as whether the parameter affecting power consumption is superior or inferior when compared with other vehicles 106. It is possible to effectively promote the improvement of power consumption.

(Modification)
FIG. 14 is a functional block diagram showing a schematic configuration of the server 104 in the modification. In the above-described embodiment, the representative value acquisition unit 150 basically derives representative value data for each parameter from all the execution data of the comparison class, and the air conditioner set temperature and baggage weight include the number of passengers and the outside air temperature. The case where the representative value data is derived from the implementation data narrowed down under such conditions as described above has been described. In the modification shown in FIG. 14, the representative value acquisition unit 350 derives representative value data from the comparison class, based on the implementation data narrowed down under more detailed conditions.

  Specifically, the execution data is associated with type information (model number) of the vehicle 106 and classification information indicating the classification of the road on which the vehicle 106 is traveling when the execution data is acquired. The model number and the classification information are transmitted from the client 102 together with the execution data and the actual electricity cost, and the representative value acquisition unit 350 causes the holding unit 142 to hold the model number and the classification information.

  When the execution data, the actual electricity cost, the type information of the specific vehicle 106, and the road classification information are transmitted from the client 102 of the specific vehicle 106, the representative value acquisition unit 350 selects a comparison class based on the actual electricity cost. decide. Then, the comparison class implementation data is narrowed down to data in which the type information of the vehicle 106 and the road classification information match those transmitted from the client 102 of the specific vehicle 106.

  After that, representative value data of each parameter is derived from the implementation data extracted after being narrowed down under the conditions of the type information of the vehicle 106 and the road classification information.

  As described above, the execution data from which the representative value data is derived from the comparison class execution data is narrowed down by the type information of the vehicle 106, the road classification information, etc. This makes it possible to derive and notify appropriate evaluation information.

  Although the case where the model number of the vehicle 106 is used as type information indicating the type of the vehicle 106 has been described here, the grade, vehicle type, and segment (for example, C segment) of the vehicle 106 may be used as type information.

  In addition, road classification information includes, for example, classifications such as general land roads, prefectural roads, and municipal roads, such as flat and mountainous areas, and classification according to planned traffic volume. The roads may be classified in detail in a flat area of a general national road where the planned traffic volume is equal to or greater than a threshold value.

  Here, the case where the representative value acquisition unit 350 derives representative value data from the implementation data extracted based on both the type information of the vehicle 106 and the road classification information has been described. However, the representative value acquisition unit 350 may derive representative value data from the implementation data extracted based on one of the type information of the vehicle 106 and the road classification information.

  As mentioned above, although preferred embodiment of this invention was described referring an accompanying drawing, it cannot be overemphasized that this invention is not limited to this embodiment. It will be apparent to those skilled in the art that various changes and modifications can be made within the scope of the claims, and these are naturally within the technical scope of the present invention. Is done.

  For example, in the embodiment and the modification described above, the comparison processing unit 152 calculates the calculated power cost (current power cost) and the replacement power cost when one of the plurality of parameters in the host vehicle is replaced with representative value data. The case where the comparison is performed has been described. However, the comparison processing unit 152 is not limited to replacing one implementation data with representative value data, and replaces power consumption when a plurality of implementation data is replaced with representative value data among a plurality of parameters in a specific vehicle 106. You can use electricity.

  In the embodiment and the modification described above, the comparison processing unit 152 compares the calculated power consumption with the six replacement power costs derived by replacing the different combinations of the performance data among the plurality of parameters with the representative value data. Explained the case. However, the comparison processing unit 152 may derive only one replacement power cost, and the evaluation information deriving unit 154 may derive the evaluation information by comparing one replacement power cost and the calculated power cost. However, by replacing different combinations of implementation data with representative value data, a plurality of replacement electricity costs are derived, and compared with the calculated electricity costs, parameters having a relatively large effect on the electricity costs are estimated and reported as evaluation information It becomes possible.

  In the embodiment and the modification described above, the representative value acquisition units 150 and 350 collect the execution data from the other vehicles 106 and store the data in the holding unit 142, and derive the representative value data from the stored execution data. Explained the case. However, the implementation data may be collected by an external device other than the vehicle state notification system 100 and read by the server 104 for use. However, since the representative value acquisition units 150 and 350 collect the execution data, it is possible to always use the latest execution data easily and derive and notify highly accurate evaluation information.

  In the embodiment and the modification described above, the representative value acquisition units 150 and 350 distribute the collected execution data to one class corresponding to the actual electricity cost among a plurality of predetermined classes, and perform comparison processing. The unit 152 uses representative value data of the class including the execution data if the class including the execution data of the host vehicle is the highest class. If the class that includes the actual data of the host vehicle is not the highest class, the replacement power cost and the rate of change of the power cost are derived using the representative value data of one or more higher classes for the class that includes the actual data. Explained when to do. However, the representative value acquisition units 150 and 350 do not have to divide the implementation data into a plurality of classes, and the comparison processing unit 152 does not have to use representative value data of one or more higher classes. However, by classifying the implementation data and using the representative value data of the higher class, it is possible to derive evaluation information that further promotes the improvement of power consumption.

  Moreover, although the display part 122 demonstrated the case where the display part 122 displayed easier to grasp | ascertain the evaluation information with a big bad influence on electricity consumption in the embodiment and the modification which were mentioned above, there is no restriction | limiting in the display mode of evaluation information.

  In the embodiment and the modification described above, the vehicle state notification system 100 includes the server 104 and the client 102 connected to the server 104 via the communication network 110. The server 104 includes at least the representative value acquisition units 150 and 350, and the client 102 has been described as including at least the implementation data acquisition unit 130 and the display unit 122. However, a configuration in which each functional unit of the vehicle state notification system 100 is shared by the server 104 and the client 102 is not essential. For example, the client 102 may include a comparison processing unit 152 and an evaluation information deriving unit 154. However, the server 104 includes representative value acquisition units 150 and 350, and the client 102 is implemented in the server 104 having a relatively large data processing speed and storage capacity due to the configuration including the execution data acquisition unit 130 and the display unit 122. Accumulation of data is preferably performed.

  In the embodiment and the modification described above, the notification unit is the display unit 122. As a result of the driver's line of sight detection, the driver's line of sight is not placed on the display unit 122, and the power consumption of the host vehicle is low. A case has been described in which specific evaluation information (e.g., eco gauge EG) is not displayed if the threshold is equal to or greater than a predetermined threshold. However, the notification unit may notify the evaluation information by voice, for example. Further, the display unit 122 may be configured to always display evaluation information.

  INDUSTRIAL APPLICABILITY The present invention can be used for a vehicle state notification system that notifies a vehicle state that affects power consumption, fuel consumption, and the like.

100 vehicle status notification system 102 client 104 server 106 vehicle 110 communication network 122 display unit 124 line-of-sight detection device 130 execution data acquisition unit 150, 350 representative value acquisition unit 152 comparison processing unit 154 evaluation information deriving unit

Claims (7)

A representative value acquisition unit that acquires representative value data representing a plurality of implementation data for each of a plurality of parameters affecting the driving efficiency indicating the efficiency of the mileage with respect to the energy consumption of the vehicle;
An implementation data acquisition unit that acquires implementation data of the plurality of parameters in a specific vehicle;
Comparison processing for comparing the current traveling efficiency in the specific vehicle with the traveling efficiency when one or more implementation data arbitrarily selected from the plurality of parameters in the specific vehicle are replaced with the representative value data And
An evaluation information deriving unit for deriving evaluation information for the plurality of parameters based on a comparison result of the comparison processing unit;
An informing unit for informing the evaluation information;
Equipped with a,
The comparison processing unit compares at least two or more traveling efficiencies derived by replacing one or a plurality of different combinations of parameters among the plurality of parameters with the representative value data, and the current traveling efficiency,
The evaluation information deriving unit on the basis of the two or more comparison result of the comparison processing unit, the vehicle condition advise system characterized that you derive the evaluation information for the plurality of parameters.   The vehicle state notification system according to claim 1, wherein the representative value acquisition unit collects the implementation data from a plurality of vehicles and derives the representative value data. The representative value acquisition unit distributes the collected execution data to one class according to traveling efficiency among a plurality of predetermined classes,
If the class including the execution data of the specific vehicle is the highest class, the comparison processing unit uses the representative value data of the class including the execution data and includes the execution data of the specific vehicle. 3. The vehicle state notification system according to claim 2, wherein if the class is not the highest class, representative value data of one or more higher classes is used for the class including the execution data. Either one or both of type information indicating the type of the vehicle and classification information indicating the classification of the road on which the vehicle is traveling are associated with the implementation data,
The representative value acquisition unit derives the representative value data from the implementation data extracted based on one or both of the type information and the classification information. Vehicle status notification system.   5. The vehicle state notification system according to claim 1, wherein the notification unit notifies the driver that the evaluation information having a large adverse effect on the traveling efficiency is easily grasped by the driver. . The vehicle state notification system includes a server and a client connected to the server via a communication network,
6. The vehicle according to claim 1, wherein the server includes at least the representative value acquisition unit, and the client includes at least the implementation data acquisition unit and the notification unit. Status notification system. The notification unit is a display unit, and as a result of detecting the driver's line of sight, the driver's line of sight is not placed on the display unit, and the traveling efficiency of the specific vehicle is equal to or greater than a predetermined threshold value. The vehicle status notification system according to any one of claims 1 to 6, wherein the evaluation information is not notified.

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