JP2010003126A - Driving support device and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an advice according to the level of driving skill. <P>SOLUTION: A driving support device comprises: a vehicle information acquisition section for acquiring vehicle information from an on-vehicle device; a driving diagnosis section for diagnosing from the acquired vehicle information whether driving of a driver has consumed excessive fuel due to an excessive factor that a vehicle consumes excessive fuel; an advice determination section for determining the level of the driving skill of the driver by a diagnosed results on the basis of variations on an occurrence rate of excessive driving consuming excessive fuel of the vehicle and determining whether or not an advice is necessary according to the level of the driving skill; and a notice control section for outputting the advice for a driving operation of the driver in response to the results of determining whether the advice is necessary or not. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving assistance method and apparatus for a driver (driver).

  As a conventional technique related to driving support, there is a method of displaying a history of speed, acceleration, and the like in a graph so that the driver can grasp the current driving state. For example, as disclosed in Patent Document 1 (Japanese Patent Application Laid-Open No. 2007-278911), the driver is made to visually recognize a current driving situation displayed on the touch panel type liquid crystal display, and the driving situation is specifically and real-time. This makes it possible to support economical and safe driving of the vehicle.

  As another conventional technology related to driving support, there is a method of calculating a wasteful consumption fuel for each type of driving and warning the driver. For example, as disclosed in Patent Document 3 (Japanese Patent Application Laid-Open No. 2002-362185), when an operation that deteriorates a specific fuel consumption such as rapid acceleration is performed, an excessive amount of fuel is consumed (excess fuel consumption). Is calculated and displayed to the driver. Further, a warning corresponding to the driving that deteriorates the detected specific fuel consumption is issued. If you perform a driving that deteriorates a specific fuel consumption, it immediately appears as an increase in excess fuel consumption, and a warning is given to the driver that a driving that deteriorates a specific fuel consumption is performed. It is possible to know the driving operation that caused the deterioration, which can be used as a reference when improving the driving operation.

JP2007-278911 JP 2002-362185 A

  In order to prevent global warming, the reduction of carbon dioxide emissions from automobiles is required. In order to reduce carbon dioxide emissions, that is, fuel consumption, it is recommended that each driver practice eco-driving (using environmentally friendly vehicles) including idling stops. However, eco-driving technology is not just something that can be quickly acquired. In particular, accelerator operations, etc. must be taught to the body little by little over a certain amount of time. For general drivers who are not professional drivers, it is impossible to force the improvement of eco-driving technology, so a mechanism to support the improvement of efficient eco-driving technology while maintaining the motivation for eco-driving of drivers is necessary. It is.

  Driving a car is not easy to do even if you understand it. For this reason, it is effective to improve the driving skill by giving advice such as “Please start more slowly” in real time while actually driving. However, even if it is effective to advise frequently when driving skills are immature, if frequent advice continues even after driving skills improve, it may lead to adverse effects such as reduced driver motivation. is there. Therefore, driving assistance that matches the driver's mastery must be performed.

  On the other hand, Patent Document 1 and Patent Document 2 only provide information and warnings for driving at that moment, such as speed history and excess fuel consumption, and how much is the driving technology of the driver. Is not considered. At first, I don't know if my driving is an eco-driving or not, but I will be able to judge as my driving skills improve. However, even a driver with high eco-driving driving technology may not always be able to drive perfectly, and may suddenly start or accelerate. In such a case, if the driver knows that he / she is not eco-driving but is warned, the willingness to continue eco-driving is reduced.

  The objective of this invention is providing the driving assistance apparatus and method which can change the timing and system which advise according to the mastering degree of the driving technique of a driver.

  The driving support apparatus and method according to the present invention correspond to a vehicle information acquisition unit that acquires vehicle information from a vehicle-mounted device, and an excessive factor that the driver's driving from the acquired vehicle information excessively consumes fuel. A driving diagnosis unit for diagnosing whether or not the fuel is excessively consumed, and determining the mastery of the driving skill of the driver based on a change in the occurrence rate of the excessive driving in which the vehicle excessively consumes the fuel according to the diagnosis result, An advice determination unit that determines whether or not the advice is necessary according to the proficiency level, and a notification control unit that outputs an advice for the driving operation of the driver according to the determination result regarding whether or not the advice is necessary.

  In another desirable aspect of the present invention, the method of outputting advice is changed based on the increase / decrease in excess consumption since the previous advice.

  According to still another desirable aspect of the present invention, the output of advice outputs a warning using at least one of a display and a speaker.

  Still another desirable aspect of the present invention displays a map including a travel route of a vehicle as an output to the display, and responds to an excessive factor and excess consumption at an excessive driving occurrence point on the travel route of the map. Then, an icon in which at least one display mode of color, shape and size is changed is displayed.

  Still another desirable aspect of the present invention outputs advice when the vehicle is in a safe driving state.

  In another desirable aspect of the present invention, the safe driving state is determined using at least one of a steering angle and a braking state of the vehicle.

  Still another desirable aspect of the present invention does not change the timing of advice when the occurrence rate is outside the range of the predetermined ratio.

  ADVANTAGE OF THE INVENTION According to this invention, the timing and system which advise can be changed according to the driving skill acquisition of a driver.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 shows a system configuration diagram of this embodiment. A driving support device 102, an ECU 113, and an in-vehicle network 114 are mounted on the vehicle 101. The ECU 113 is an electric control unit (electronic control device), and is a device that controls the traveling of the vehicle 101 such as an engine. The driving support apparatus 102 and the ECU 113 are connected by an in-vehicle network 114, and the driving support apparatus 102 is controlled by the ECU 113 such as the traveling speed of the vehicle 101 (hereinafter referred to as “vehicle speed”) and the fuel injection amount via the in-vehicle network 114. The information that is being used is acquired as vehicle information. In the present embodiment, the ECU 113 will be described as a vehicle information acquisition destination. However, various sensors may be connected to the vehicle information acquisition source via the in-vehicle network or directly as necessary.

  Each process described below is realized by executing a program by a CPU included in the driving support apparatus 102. The driving support apparatus 102 executes each process of the data collection unit 103, the driving diagnosis unit 105, the advice determination unit 106, and the notification control unit 108. The driving support device 102 includes a vehicle information management unit 104, a determination timing management unit 107, a notification method management unit 109, and a notification timing management unit 110 that store data used for executing these processes. Moreover, it has output devices, such as the display 111 and the speaker 112, as a device for notifying advice.

  The data collection unit 103 acquires vehicle information such as vehicle speed from the ECU 113 via the in-vehicle network 114 and accumulates it in the vehicle information management unit 104. The driving diagnosis unit 105 obtains the vehicle information accumulated from the vehicle information management unit 104 and performs eco-driving driving diagnosis. The factor that excessively consumes fuel (excess factor) and the amount of fuel that is excessively consumed (Excess consumption) is calculated. For example, the excess factor is the driving state or driving state of the vehicle 101 such as “start”, “acceleration”, “cruising”, “deceleration”, “idling”, and the excessive consumption is “10 cc” or the like. The advice determination unit 106 receives the diagnosis result from the driving diagnosis unit 105, and determines whether or not the advice is necessary according to the driving skill acquisition level of the driver. When giving advice, the notification control unit 108 determines the advice notification method and notification timing, and notifies the driver using the output device.

  FIG. 2 shows a hardware configuration diagram of the driving support apparatus 102. The driving support device 102 includes a CPU (processor) 201, a RAM 202, a ROM 203, a display 111, a speaker 112, an HDD (hard disk drive) 206 as an external storage device, and an in-vehicle communication interface 207 that transmits and receives data to and from the ECU 113 via the in-vehicle network 114. Consists of. The external storage device is not limited to an HDD, and an optical disk (DVD or the like) device, a flash memory device, or the like may be used. The driving support device 102 may be turned on / off by a manual switch as necessary, but the power is turned on (connected to the storage battery) when the vehicle engine is started and turned off when the engine is stopped. It is desirable that the operation of the manual switch for turning the power ON / OFF is disabled during the engine operation.

  The data collection unit 103, the driving diagnosis unit 105, the advice determination unit 106, and the notification control unit 108 shown in FIG. 1, the vehicle information management unit 104, the determination timing management unit 107, the notification method management unit 109, and the notification timing Data of the management unit 110 is stored in the HDD 206. These programs and data are loaded from the HDD 206 to the RAM 202 when the driving support device 102 is turned on, and each program is executed. In this case, the ROM 203 stores a loader program for loading programs and data into the RAM 202. Although the power is turned off when the engine is stopped, the time to store the data in the RAM 202 in the HDD 205 is short, so a transitional time for turning off the power is sufficient, but when the amount of data to be stored is large, etc. What is necessary is just to delay power OFF (disconnection from the storage battery of a vehicle). Further, when collecting data including the engine start status, it is only necessary to detect the engine start preparation stage (for example, detection of engine key insertion), turn on the power, and start the execution of the program. In this case, if the program is stored in the ROM 203 and the CPU 201 executes the program in the ROM 203, the time required for loading the program can be shortened, and the power consumption of the storage battery can be reduced according to the shortening.

  FIG. 3 shows a table configuration of the vehicle information management unit 104. This table is for accumulating information necessary for driving diagnosis and advice, and includes a date / time 301, a vehicle speed 302, an acceleration 303, a fuel injection amount 304, a steering angle 305, a brake state 306, and the like. The date and time 301 is the date and time when the vehicle information is acquired. Although omitted in the description of FIG. 2 including the illustration, the driving support device 102 includes a clock for obtaining date, date, and time data, and a timer for measuring a time interval. Date 301 is data obtained from such a clock. The vehicle speed 302 is information acquired from the ECU 113 and is the vehicle speed at the time indicated by the date and time 301. The acceleration 303 is a value calculated from the amount of change in the vehicle speed 302 and is the acceleration at the time indicated by the date and time 301. The fuel injection amount 304 is information acquired from the ECU 113 and is the fuel injection amount at the time indicated by the date and time 301. The steering angle 305 is information acquired from the ECU 113, and is an angle formed by the steering angle (the direction of the vehicle 101 and the direction of the steering wheel (the wheel that determines the traveling direction, generally the front wheel) at the time indicated by the date and time 301. However, the angle at which the handle is cut may be used.) The brake state 306 is information acquired from the ECU 113, and indicates whether or not the brake was stepped on at the time indicated by the date and time 301.

  FIG. 4 shows a table configuration of the determination timing management unit 107. The table of the determination timing management unit 107 includes a determination information management table shown in FIG. 4 (A) and a timing change rule management table shown in FIG. 4 (B). FIG. 4A is a determination information management table. Based on the values set in this table, the advice determination unit 106 determines whether or not advice is necessary. The determination information management table includes an excess factor 401, the number of occurrences 402, and a previous occurrence rate 403. The excess factor 401 is a factor of excess consumption calculated by the driving diagnosis unit 105, and specifically, “start”, “acceleration”, “cruising”, “deceleration”, “idling”, and the like. The number of occurrences 402 represents the number of excessive occurrences for determining the next advice timing, and advice is given when the excessive consumption of the number set here occurs. For example, in the example shown in the figure, every time an excessive consumption of “start” occurs twice, advice is given when the second occurrence occurs. The value of the number of occurrences 402 is updated based on the driving skill acquisition level at the time of advice. The previous occurrence rate 403 represents the rate of excess consumption due to the excess factor 401 at the previous advice. It represents the excess occurrence rate in the section from the point of advice last time to the point of advice last time. For example, in the case of a start, the occurrence rate is obtained by the excess occurrence rate = the number of sudden starts / the number of starts. Here, the number of sudden starts is the number of excess consumption> 0, and the number of starts is the total number including the excessive consumption = 0. If there are 10 starts, and 3 of them have a diagnosis result of excess consumption> 0, the excess occurrence rate is 3/10 = 0.3. The value of the previous occurrence rate 403 is updated every time advice is given.

  FIG. 4B is a timing change rule management table, which is referred to when the occurrence count 402 is updated after advice. The timing change rule management table includes an excess factor 411, a previous ratio 412, and a timing change rule 413. Similar to the excess factor 401, the excess factor 411 is a factor of excess consumption calculated by the driving diagnosis unit 105. Specifically, the “start”, “acceleration”, “cruising”, “deceleration”, “idling” And so on. The previous ratio 412 is a ratio when the occurrence rate is compared with the previous time, and indicates whether or not the mastery of driving skills has improved. The timing change rule 403 represents whether or not to change the next advice timing. If the occurrence rate is higher than the previous time (1 times ≤ ratio <5 times), it means that the learning level has decreased, so the timing is shortened compared to the previous time (value of occurrence frequency 402) Advice) earlier than the previous time. Conversely, if the incidence is low compared to the previous time (1/5 times ≤ ratio <1 time), it means that the level of learning has increased, so the timing has been extended compared to the previous time ( The value of occurrence frequency 402 is increased), and advice is given later than the previous time. If the rate of occurrence has changed abruptly compared to the previous time (ratio <1/5 times, ratio ≥ 5 times), driving technology should not change suddenly, so it is assumed that something suddenly occurred The timing is the same as the previous time.

  FIG. 5 shows a table configuration of the notification method management unit 109. The table of the notification method management unit 109 includes a determination information management table shown in FIG. 5A and a method management table shown in FIG. FIG. 5A is a determination information management table. Based on the values set in this table, the notification control unit 108 determines the advice notification method. The determination information management table includes an excess factor 501, a previous excess amount 502, and a previous method 503. The excess factor 501 is a factor of excess consumption calculated by the driving diagnosis unit 105, and specifically includes “start”, “acceleration”, “cruising”, “deceleration”, “idling”, and the like. The previous excessive amount 502 is an average excessive consumption amount when the previous advice is given. For example, in the example in the figure, it means that there was an average excess consumption of 5cc at the start when the start advice was given last time. The average excess consumption is an average of excess consumption in one sudden start, and if there are two sudden starts (7cc and 3cc excess consumption), the average excess consumption is 5cc. Here, since the excessive consumption depends on the sudden start time, the average excessive consumption normalized per unit time may be used instead of the excessive consumption in one sudden start. The previous method 503 is a notification method advised last time. In the example shown in the figure, advice is given using the level 1 notification method. The specific notification method for each level is defined in the method management table shown in FIG.

  FIG. 5B is a method management table, which manages specific notification methods (notification method and notification method). The method management table includes a level 511 and a notification method 512. The level 511 is a level set in the previous method 503, and the notification method 512 is a specific notification method. For example, in the case of level 1, the driver is advised by “displaying a warning icon on the map displayed on the display”. Here, when the level is high, all the methods of lower levels may be combined and notified. For example, in the case of level 3, a warning sound may be emitted from a speaker, a warning icon may be displayed on the display, and the screen may be flashed.

  FIG. 6 shows a table configuration of the notification timing management unit 110, which includes an excess factor 601 and a notification condition 602. When the excess factor represented by the excess factor 601 is advised, it is checked whether or not the notification condition 602 is satisfied, and when it is not satisfied, the notification is made after waiting until it is satisfied. For example, in the case of a start, the driver is notified if the condition “average of steering angle <α AND maximum amount of change in steering angle <β AND brake ratio <γ” is satisfied, and notified if the condition is not satisfied. do not do. This is in consideration of safety and the like, and in the case where it is dangerous to distract the driver by notification, it is considered that notification is made after a short while. “Average steering angle ≧ α” means that the steering wheel is turned off, and no advice is given in order to concentrate on driving when the vehicle is turning right after starting. Similarly, “maximum change in steering angle ≧ β” means that the steering wheel is suddenly turned off, and “brake ratio ≧ γ” means that the brake is suddenly applied immediately after starting. . Therefore, the notification condition 602 is a condition for determining whether or not the vehicle is in a safe driving state.

  FIG. 7 shows an overall flow of the driving support process in the present embodiment. First, the driving diagnosis unit 105 obtains vehicle information from the vehicle information management unit 104, performs driving diagnosis, and calculates excess factors and excessive consumption (step 701). For example, an example of calculating the excess consumption of “start” is to calculate from the fuel injection amount when the vehicle is accelerated at a certain acceleration or higher in the interval from the stop state (vehicle speed = 0) to the constant speed. Can do. That is, when the acceleration value exceeds the threshold value, the fuel injection amount is searched and integrated using the time at that time as a key. Similarly, excessive consumption such as “acceleration”, “cruising”, “deceleration”, “idling” is also calculated. A pair of excess factor and excessive consumption is sent from the driving diagnosis unit 105 to the advice determination unit 106 as a diagnosis result. Here, when there is no excess consumption, it is sent as excess consumption = 0. For example, “start, 5cc”, “start, 0cc”, “acceleration, 15cc”, etc. are sent as diagnosis results. The advice determination unit 106 receives the sent diagnosis result and determines whether or not to give advice to the driver (step 702). Details will be described later with reference to FIG. If it is determined that advice is to be given, a method for notifying advice is determined (step 703). Details of step 703 will be described later with reference to FIG. Finally, the driver is notified of the timing (step 704). Details of step 704 will be described later with reference to FIG. Here, the processing shown in FIG. 7 may be executed every predetermined time set, or may be executed by using a predetermined distance as a trigger.

  FIG. 8 shows a processing flow of the advice determination unit 106. First, determination information is read from the determination information management table (FIG. 4A) of the determination timing management unit 107 (step 801). Next, “excess factor” and “excess consumption” are received from the operation diagnosis unit 105 as diagnosis results (step 802). Check whether the received diagnostic result indicates excessive operation. If excessive consumption> 0, it is an excessive operation, and if excessive consumption = 0, it is not an excessive operation. The number of occurrences of excess operation is stored for each excess factor, and if the excess consumption is greater than 0, the number of occurrences of excess operation is increased by one. The excess occurrence count is compared with the occurrence count 402 read in step 801 (step 803). If the excess occurrence count <the occurrence count (No), the process is terminated. Next, the timing (= number of occurrences) of advice is determined (step 804). First, the excess occurrence rate this time (from the previous advice time to the current time point) is calculated and compared with the previous occurrence rate 403 read in step 801. Depending on whether the excess occurrence rate is higher or lower than the previous occurrence rate 403, a timing change rule is searched from the timing change rule management table (FIG. 4B) of the determination timing management unit 107, The timing is determined based on that. For example, it is assumed that the number of start occurrences 402 is 2 and the previous occurrence rate is 3/10. At this time, if the excess rate of this time is 2/5, the ratio with the previous time = 2/5 ÷ 3 / 10≈1.3, where 1 times ≦ ratio <5 times. When the retrieval is performed from the timing change rule management table (FIG. 4B), “timing is shortened”, the number of occurrences 402 is changed from 2 to 1 in order to shorten the timing. The next time, advice will be given at the time when one excess operation due to the same excess factor occurs. The next occurrence number and the current occurrence rate are written and updated in the occurrence number 402 and the previous occurrence rate 403 (step 805). Finally, “excess factor” and “average excess consumption” are sent to the notification control unit 108 (step 806). Here, the average excess consumption represents an average of excess consumption when excessive operation occurs. For example, when two occurrences of “start, 5 cc” and “start, 10 cc” occur, data “start, 7.5 cc” is sent to the notification control unit 108.

  Note that although the excess factor received in step 802 has been described as one, when a plurality of excess factors are received simultaneously, steps 803 to 806 are repeated for each excess factor.

  FIG. 9 shows a processing flow for determining the notification method of the notification control unit 108. First, “excess factor” and “average excess consumption” are received from the advice determination unit 106 (step 901). Next, determination information is read from the determination information management table (FIG. 5A) of the notification method management unit 109 (step 902). The “average excess consumption” received in step 901 is compared with the previous excess amount 502 acquired in step 902. If average excess consumption> previous excess amount, the level is one higher than the previous method 503, average excess consumption. When the amount = the previous excess amount, the notification method is set to the same level as the previous method 503, and when the average excess consumption <the previous excess amount, the notification method is one level lower than the previous method 503 (step 903). For example, if the previous excess was “5cc”, the previous method was “Level 1”, and the current average excess consumption was “10cc”, the average excess consumption ≧ the previous excess amount, so it is one higher than the previous method. Notification is made using the “level 2” method. Next, the “notification method” for the “excess factor” is determined (step 904). A specific notification method is retrieved from the method management table (FIG. 5B) of the notification method management unit 109 for the notification method level determined in step 903. For example, when the level of the notification method determined in step 903 is “level 2”, notification is made by a method of “display a warning icon on the display and flash the screen”.

  FIG. 10 shows a processing flow for determining the notification timing of the notification control unit 108. First, the notification condition (FIG. 6) stored in the notification timing management unit 110 is read (step 1001). The notification control unit 108 acquires the notification condition 602 for the “excess factor” received from the advice determination unit 106. Next, the vehicle information necessary for determining the notification condition is searched from the vehicle information management unit 104 (step 1002). For example, since the start notification condition is “average steering angle <α AND maximum amount of change in steering angle <β AND brake ratio <γ”, the latest information for a certain period of time on “steering angle” and “braking state” Is retrieved from the vehicle information management unit 104. The average value of the acquired steering angle is the “average steering angle”, the maximum value of the acquired steering angle change (the difference between the two values) is the “maximum change of the steering angle”, and the acquired brake state The ratio of the time during which the brake is depressed can be calculated from the “brake ratio”. The vehicle information to be acquired may be for a certain time such as 60 seconds, or may be a certain traveling distance such as 100 m. It is checked whether or not the vehicle information acquired in step 1002 satisfies the notification condition 602 (step 1003). If satisfied (Yes), the process proceeds to step 1004. If not satisfied (No), the process waits for a predetermined time and returns to step 1002. In order to wait until vehicle information that satisfies the notification condition 602 is acquired, the processing may be terminated and the processing illustrated in FIG. 10 may be repeated after a predetermined time. Finally, the driver is notified using the notification method determined in step 904 (step 1004).

  FIG. 11 shows an example of notification to the driver. An example of notification by notification level 1 “display warning icon on map displayed on display” is shown. A map is displayed on the display, and a travel route 1101 and a mark 1102 representing the current position of the vehicle are displayed thereon. A warning icon 1103 is displayed as advice for sudden start or acceleration. The warning icon 1103 is an icon that blows out from a point (point) where excessive driving has occurred, so that the driver can know at a glance where the excessive driving has occurred. Further, the excess factor is displayed in characters so that it can be understood in which driving operation the excess has occurred. Furthermore, a rough excess consumption amount can be recognized at a glance according to the size of the warning icon 1103. In the case of a large icon, it indicates that the excessive consumption was large. Here, although the size of the character string or the icon is used as the display mode of the excess factor or the excess consumption, it may be expressed by changing the color or shape. For example, red may have a large excess consumption and blue may have a small excess consumption, round may start, and square may accelerate.

  In addition, although description about the vehicle position information for displaying a map is omitted, an existing car navigation system is used for acquiring the vehicle position information and displaying the map and the vehicle position.

The structure of the system of an Example is shown. The hardware structure of a driving assistance device is shown. The table structure of a vehicle information management part is shown. The table structure of a judgment timing management part is shown. The table structure of a notification system management part is shown. The table structure of a notification timing management part is shown. The overall flow of driving support processing is shown. The flow of an advice judgment part is shown. The flow of the notification system determination process of a notification control part is shown. The flow of the notification timing determination process of a notification control part is shown. An example of providing information to the driver is shown.

Explanation of symbols

101: Vehicle, 102: Driving support device, 103: Data collection unit, 104: Vehicle information management unit, 105: Driving diagnosis unit, 106: Advice determination unit, 107: Determination timing management unit, 108: Notification control unit, 109: Notification method management unit, 110: notification timing management unit, 111: display, 112: speaker, 113: ECU, 114: in-vehicle network.

Claims (14)

  A vehicle information acquisition unit that acquires vehicle information from an in-vehicle device mounted on the vehicle, and a driver's driving from the acquired vehicle information causes excessive fuel consumption in response to an excessive factor that the vehicle consumes excessive fuel. A driving diagnosis unit for diagnosing whether or not the vehicle has been consumed, and determining the mastery of the driving technique of the driver based on a change in an occurrence rate of excessive driving in which the vehicle excessively consumes fuel according to the diagnosis result, and the proficiency level An advice determination unit that determines whether or not the advice is necessary according to the information, and a notification control unit that outputs the advice with respect to the driving operation of the driver according to the determination result of the necessity of the advice. Driving assistance device.   The driving support apparatus according to claim 1, wherein the notification control unit changes a method of outputting the advice based on an increase / decrease in excessive consumption since the previous advice.   3. The driving support apparatus according to claim 2, wherein the method for outputting the advice outputs a warning using at least one of a display and a speaker.   The output to the display displays a map including the travel route of the vehicle, and the color, shape and size of the excessive driving occurrence point on the travel route of the map according to the excess factor and the excessive consumption amount are displayed. The driving support device according to claim 3, wherein an icon in which at least one display mode is changed is displayed.   The driving support apparatus according to claim 1, wherein the notification control unit outputs the advice when the vehicle is in a safe driving state.   The driving support apparatus according to claim 5, wherein the notification control unit determines the safe driving state using at least one of a steering angle and a braking state of the vehicle.   The driving support device according to claim 1, wherein when the occurrence rate is out of a predetermined range, the timing to be advised is not changed.   A driving support method by a driving support device mounted on a vehicle, wherein vehicle information is acquired from an on-vehicle device mounted on the vehicle, and driving of the driver from the acquired vehicle information causes the vehicle to consume excessive fuel. In response to the excess factor, the driver is diagnosed as to whether or not the fuel has been consumed excessively, and the driving skill of the driver is learned based on the change in the occurrence rate of the excessive driving in which the vehicle excessively consumes the fuel according to the diagnosis result Driving, determining whether the advice is necessary according to the proficiency level, and outputting the advice in response to the driving operation of the driver according to the determination result of the necessity of the advice Support method.   9. The driving support method according to claim 8, wherein the advice is output by changing a method of outputting the advice based on an increase or decrease in excess consumption from the previous advice.   10. The driving support method according to claim 9, wherein the method of outputting the advice outputs a warning using at least one of a display and a speaker.   The output to the display displays a map that includes the travel route of the vehicle, and the color, shape, and size of the excess driving location store on the travel route of the map according to the excess factor and the excessive consumption amount. 11. The driving support method according to claim 10, wherein an icon in which at least one display mode is changed is displayed.   9. The driving support method according to claim 8, wherein the advice is output when the vehicle is in a safe driving state.   13. The driving support method according to claim 12, wherein the safe driving state is determined using at least one of a steering angle and a brake state of the vehicle.   9. The driving support method according to claim 8, wherein when the occurrence rate is out of a predetermined ratio range, the timing to be advised is not changed.

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