JP2012027651A - Vehicle parking evaluation system and vehicle parking evaluation program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle parking evaluation system and a vehicle parking evaluation program appropriately making vehicle drivers more conscious of fuel cost saving drive inside a parking lot.SOLUTION: A vehicle parking evaluation system 100 comprises a parking facility area setting means 15 that sets a single area including whole parking sections in a parking facility which has a plurality of parking sections for vehicles as the parking facility area based on a map data 33, an actual fuel consumption index acquisition means 16 that acquires an actual fuel consumption index, the index related to the fuel consumption of a vehicle consumed during the time from when the vehicle enters the parking facility area till when the vehicle leaves the facility area based on the vehicle's actual traveling, a reference fuel consumption index acquisition means 17 that acquires a reference fuel consumption index, the index associated with the fuel consumption as standard for the parking facility area, and an evaluation value acquisition means 18 that acquires an evaluation value regarding fuel cost saving drive based on the ratio of the actual fuel consumption index to the reference fuel consumption index.

Description

  The present invention relates to a vehicle parking evaluation system and a vehicle parking evaluation program for evaluating whether or not a driving operation in a parking lot is appropriate from the viewpoint of fuel saving.

  In recent years, in order to improve driving skills of vehicle drivers, or to improve awareness of environmental protection and vehicle fuel efficiency, various driving operations by drivers are evaluated, and driving skills or fuel-saving driving A vehicle driving evaluation apparatus that notifies the driver of the evaluation results regarding the above has been put into practical use. As an example of such a vehicle driving evaluation apparatus, for example, Patent Document 1 below describes a vehicle parking evaluation apparatus that evaluates a parking operation of a vehicle in a parking lot and notifies the evaluation result.

  The vehicle parking evaluation apparatus described in Patent Document 1 includes a surrounding state detection unit that detects a parking section in which the host vehicle is to be parked, and a host vehicle state detection unit that detects a position or a parking posture of the host vehicle with respect to the parking section. The evaluation means evaluates the parking operation based on the position or the parking posture of the host vehicle with respect to the parking section, and the notification means notifies the evaluation result. Alternatively, the vehicle includes an ambient condition detection unit that detects an adjacent vehicle adjacent to the host vehicle and a host vehicle state detection unit that detects a separation distance from the adjacent vehicle, and the evaluation unit evaluates the parking operation based on the separation distance. The notifying means notifies the evaluation result. In these vehicle parking evaluation apparatuses, the skill for parking the vehicle in the parking section is made by making the vehicle driver aware of the position or the parking posture of the own vehicle with respect to the parking section and the separation distance from the adjacent vehicle. Improve improvement.

  On the other hand, in response to heightened awareness of environmental protection and improvement in vehicle fuel efficiency, fuel-saving driving support devices that can prompt the driver to perform fuel-saving driving operations with an excellent fuel consumption rate have been put into practical use. For example, in Patent Document 2 below, a driver is configured to evaluate driving operations such as an accelerator operation, a brake operation, and an air conditioner (air conditioner) operation by a driver and display an advice sentence based on the evaluation result. A fuel efficiency driving support device is described.

JP 2007-216809 A JP 2008-163781 A

  However, the vehicle parking evaluation apparatus described in Patent Document 1 only performs vehicle operation when parking a vehicle in a parking area in a parking lot, that is, only evaluates driving skills. In addition, the fuel-saving driving support device described in Patent Document 2 basically performs only evaluation related to fuel-saving driving during normal driving on ordinary roads and automobile-only roads. That is, a system that can appropriately evaluate fuel-saving driving in a parking lot and notify the evaluation result has not been known so far. For example, if the distance traveled in the parking lot is increased in an attempt to park the vehicle in a convenient parking area, it will lead to wasteful consumption of fuel, while the vacant parking area will have a short travel distance. Although parking can be said to be a preferable driving with reduced fuel consumption, a system for evaluating fuel-saving driving is not known from this point of view. Therefore, the actual situation is that it has not been properly promoted to raise awareness of fuel-saving driving in the parking lot.

  Therefore, it is desired to realize a vehicle parking evaluation system and a vehicle parking evaluation program that can appropriately prompt the driver of the vehicle to improve awareness of fuel-saving driving in the parking lot.

The characteristic configuration of the vehicle parking evaluation system according to the present invention is a parking facility which is a group of areas including all the parking sections in the facility with respect to a facility having a plurality of parking sections for parking the vehicle. Parking facility area setting means for setting the area based on map data, and actual fuel that is an index related to the fuel consumption of the vehicle from entering the parking facility area until leaving based on the actual traveling of the vehicle An actual fuel consumption index acquisition means for acquiring a consumption index; a reference fuel consumption index acquisition means for acquiring a reference fuel consumption index that is an index related to a reference fuel consumption amount in the parking facility area; and the reference fuel consumption Evaluation value acquisition means for acquiring an evaluation value indicating evaluation relating to fuel-saving driving based on the ratio of the actual fuel consumption index to the index.
In the present application, the “parking section” means a space for one vehicle sectioned to park the vehicle.

  According to the above characteristic configuration, when a facility having a plurality of parking sections is visited by a vehicle, the parking facility area is set for the facility, and the actual fuel consumption with respect to the reference fuel consumption index in the parking facility area Based on the ratio of the index, it is possible to acquire an evaluation value indicating evaluation regarding fuel-saving driving. Then, based on the acquired evaluation value, it is possible to objectively notify the driver of the vehicle how appropriately fuel-saving driving is performed in the parking lot. Therefore, it is possible to provide a vehicle parking evaluation system that can appropriately encourage the driver of the vehicle to improve awareness of fuel-saving driving in the parking lot.

  Here, the map data includes location information of a parking lot formed by a plurality of the parking sections, and the parking facility area is stored in the facility based on the location information of the parking lot. Or it is suitable when it is set as the structure set so that it may become the area | region of the minimum area which has the predetermined external shape including all the two or more said parking lots.

  According to this configuration, it is possible to easily set the parking facility area using the position information of the parking lot that constitutes a part of the map data. At that time, the parking facility area is set to be the area of the minimum area of a predetermined shape that encompasses all of one or more parking lots owned by the facility, so the actual fuel consumption index is acquired as much as possible without excess or deficiency can do. Therefore, it is possible to acquire a more appropriate evaluation value and inform the driver of the vehicle of a more appropriate evaluation regarding fuel-saving driving.

  The map data further includes location information of the facility, and based on the location information of the facility and the parking lot, the reference point of the facility or one or more of the parking lots held by the facility It is preferable that a facility reference point is set at the center of gravity and the parking facility area is set in a state where the area reference point set in the parking facility area coincides with the facility reference point.

  According to this configuration, it is possible to easily set the parking facility area with reference to the predetermined facility reference point using the location information of the facility and the parking lot that constitute a part of the map data. In addition, since the parking facility area is set to be an area having a minimum area of a predetermined shape including all of one or more parking lots, an actual fuel consumption index can be acquired as much as possible. Therefore, it is possible to acquire a more appropriate evaluation value and inform the driver of the vehicle of a more appropriate evaluation regarding fuel-saving driving.

  Here, it is preferable that the reference fuel consumption index is individually set for each parking facility area or set as an approximate value calculated according to the size of the parking facility area. is there.

According to this configuration, the reference fuel consumption index in the parking facility area can be appropriately acquired according to each aim.
In other words, by setting the reference fuel consumption index individually for each parking facility area, the reference fuel consumption index in the target parking facility area can be quickly and accurately acquired based on the accumulated data. Can do.
In addition, by adopting a configuration in which the reference fuel consumption index is set as an approximate value calculated according to the size of the parking facility area, the amount of data that the system should have can be reduced. Moreover, the work for accumulating the reference fuel consumption index data for each parking facility area can be eliminated. Furthermore, the setting of the reference fuel consumption index can be versatile. Therefore, for example, even when there is a change in the parking facility area due to the update of the map data, the reference fuel consumption index in the parking facility area after the change can be reliably obtained by calculation.

  The actual fuel consumption index is an actual travel distance or actual fuel consumption of the vehicle from entering the parking facility area until leaving, and the reference fuel consumption index is the actual travel distance or the actual fuel It is preferable that the reference travel distance or the reference fuel consumption corresponding to the consumption is set.

  According to this configuration, the actual fuel consumption is based on the actual fuel consumption of the vehicle based on the actual travel from entering the parking facility area until leaving, or the actual travel distance that is a value corresponding to the actual fuel consumption. An index can be acquired easily and appropriately.

  In addition, weather condition acquisition means for acquiring a weather condition in the parking facility area based on at least one selected from the weather, temperature, precipitation, wind speed, and warning, according to the weather condition It is preferable that the apparatus further includes a correction unit that corrects the evaluation value so that the fluctuation range of the evaluation value increases as the weather condition becomes worse.

  For example, when the weather conditions are bad, such as when it is raining or when the temperature is very high, the driver of the vehicle is usually as close to the facility as possible without being conscious of fuel-saving driving in the parking lot. You tend to want to park your vehicle in the parking lot. Such a tendency tends to become stronger as the weather condition is worse. According to this configuration, since the evaluation value corrected with a large fluctuation range is acquired as the weather condition is worse, the driver who performed the fuel-saving driving in the bad weather condition in which the consciousness about the fuel-saving driving tends to be dilute more. Can be highly appreciated. Therefore, it is possible to strongly promote the improvement of the consciousness regarding the fuel-saving driving regardless of the weather condition.

  In addition, the vehicle includes a parking area specifying unit that specifies the parking area where the vehicle is parked, the map data includes information indicating the presence or absence of a roof for each parking area, and the correction unit has a predetermined weather condition. When the parking section where the vehicle is parked has a roof, it is preferable that the evaluation value is corrected so as to increase the evaluation.

  For example, in an extremely hot state where the temperature is high and the sunlight is strong, if the vehicle is exposed to direct sunlight, the temperature inside the vehicle greatly increases during parking. If the vehicle interior temperature rises greatly, the driver returning from the facility is expected to operate the air conditioner with a high probability in order to reduce the vehicle interior temperature the next time the vehicle is driven. Since operating the air conditioner is likely to lead to a deterioration in fuel consumption, when selecting a parking space for parking a vehicle, a parking space that can suppress the rise in the temperature inside the vehicle as much as possible, for example, a parking space with a roof Is preferably selected. In that respect, according to the above configuration, when the vehicle is parked in a covered parking area when the weather is extremely hot, the evaluation regarding fuel-saving driving is increased, so the awareness of fuel-saving driving in extreme heat is improved. Can be encouraged appropriately.

  Further, it is preferable that the correction unit corrects the evaluation value so as to suppress a decrease in the evaluation when the weather condition is a predetermined worst weather condition. It is preferable that the worst weather conditions include a storm, a warning, etc., for example.

  For example, in the worst weather conditions exemplified by storms and warnings, the driver's body may be harmed by exposure to the outside environment. It is desirable to park the vehicle in a nearby parking area. Therefore, it is not appropriate to evaluate fuel-saving driving as usual in such cases, and the evaluation of fuel-saving driving will be reduced due to the selection of parking areas for physical safety. On the other hand, it is easy for the driver to feel uncomfortable. According to this configuration, it is possible to allow the driving behavior for the safety of the body in the worst weather condition to some extent, and perform an appropriate evaluation that makes it difficult for the driver to feel uncomfortable regarding the fuel-saving driving.

  Further, a congestion level acquisition unit that acquires a congestion level in the parking facility area, and a correction unit that corrects the evaluation value so as to suppress a decrease in the evaluation as the congestion level increases. It is preferable that the configuration is provided.

  For example, if the parking facility area is congested and many of the parking areas in the parking facility area are occupied by parked vehicles, the higher the congestion level, the more parking facilities are required before reaching the parking area. One or both of the distance traveled in the area and / or the fuel consumption must be increased. Since this situation occurs regardless of the vehicle driver's intention, the evaluation of fuel-saving driving will be reduced due to the driving behavior that was essential before reaching the parking area where parking is possible. On the other hand, the driver tends to feel uncomfortable. According to this configuration, in consideration of essential driving behavior when the parking facility area is congested, it is possible to perform an appropriate evaluation that makes it difficult for the driver to feel uncomfortable regarding fuel-saving driving.

  The evaluation information acquisition means further acquires evaluation information based on the evaluation value, the evaluation information acquisition means is a point given according to the evaluation value, an advice sentence with contents according to the evaluation value, In addition, it is preferable that at least one piece of information of a graph display visually representing the evaluation value acquired last time in the parking facility area is acquired as the evaluation information.

  According to this structure, the content of the evaluation regarding the fuel-saving driving according to the evaluation value can be appropriately transmitted to the driver using the acquired evaluation information.

  The vehicle parking evaluation system described so far includes an in-vehicle terminal device mounted on a vehicle and a centralized management device provided to be able to communicate with the plurality of in-vehicle terminal devices. When the vehicle on which the in-vehicle terminal device is mounted leaves the parking facility area, the in-vehicle terminal device transmits information on the evaluation value in the parking facility area to the centralized management device, and the centralized management device It is preferable that the evaluation information about the in-vehicle terminal device is generated based on the information regarding the evaluation value received from the in-vehicle terminal device.

  According to this configuration, information on evaluation values is collected in the centralized management device from the in-vehicle terminal devices mounted on each of the plurality of vehicles, and the evaluation on each in-vehicle terminal device is performed based on the information on the evaluation values for the plurality of vehicles. Information can be generated. Therefore, it is possible to provide each vehicle-mounted terminal device with appropriate evaluation information based on comparison among a plurality of vehicles. In addition, when a vehicle equipped with an in-vehicle terminal device leaves the parking facility area, information related to the evaluation value in the parking facility area is transmitted to the central management apparatus. Can be collected. Therefore, more appropriate evaluation information can be provided to each in-vehicle terminal device.

  The technical features of the vehicle parking evaluation system according to the present invention having the above-described configurations can also be applied to a vehicle parking evaluation method and a vehicle parking evaluation program. Therefore, the present invention also includes such a method and program. Can be subject to rights.

  In this case, the characteristic configuration of the vehicle parking evaluation program is that the parking facility is a group of areas including all the parking sections in the facility with respect to a facility having a plurality of parking sections for parking the vehicle. A parking facility region setting step for setting the region based on map data, and an actual fuel that is an index related to the fuel consumption of the vehicle from entering the parking facility region to exiting based on the actual traveling of the vehicle An actual fuel consumption index acquisition step of acquiring a consumption index, a reference fuel consumption index acquisition step of acquiring a reference fuel consumption index that is an index related to a reference fuel consumption amount in the parking facility area, and the reference fuel consumption Based on the ratio of the actual fuel consumption index to the index, an evaluation value acquisition step of acquiring an evaluation value indicating evaluation regarding fuel-saving driving; It lies in executing the evaluation information acquisition step of acquiring evaluation information based on the value to the computer.

  Of course, this vehicle parking evaluation program can also obtain the effects of the above-described vehicle parking evaluation system, and it is possible to incorporate some additional techniques mentioned as examples of suitable configurations thereof.

It is a block diagram showing a schematic structure of a navigation device concerning a first embodiment. It is a block diagram which shows schematic structure of the centralized management server which concerns on 1st embodiment. It is a figure which shows an example of the setting method of the parking facility area | region in 1st embodiment. It is a figure which shows an example of the setting method of the parking facility area | region in 1st embodiment. It is explanatory drawing for demonstrating an example of the setting method of the reference | standard travel distance in 1st embodiment. It is explanatory drawing for demonstrating an example of the setting method of the reference | standard travel distance in 1st embodiment. It is a figure which shows an example of the correction coefficient used for correction | amendment of the evaluation value based on a weather condition. It is a figure which shows an example of the correction coefficient used for correction | amendment of the evaluation value based on a congestion degree. It is a figure which shows an example of the comprehensive evaluation screen which displays evaluation information. It is a figure which shows an example of the guidance screen which displayed the evaluation graph information in driving | running | working. It is a figure which shows an example of the advice data stored in memory. It is a flowchart which shows the whole procedure of the vehicle parking evaluation process which concerns on 1st embodiment. It is a flowchart which shows the procedure of the evaluation value calculation process of step # 06. It is a figure which shows an example of the setting method of the parking facility area | region in 2nd embodiment. It is a figure which shows an example of the setting method of the parking facility area | region in other embodiment.

[First embodiment]
A first embodiment of the present invention will be described with reference to the drawings. Here, the case where the vehicle parking evaluation system 100 according to the present invention is configured by an in-vehicle navigation device 1 and a centralized management server 2 provided so as to be communicable with the plurality of navigation devices 1 will be described as an example. FIG. 1 is a block diagram showing a schematic configuration of the navigation device 1. The navigation apparatus 1 constituting the vehicle parking evaluation system 100 sets the parking facility area A for the facility F visited by the vehicle 3 (see FIGS. 3 and 4) and enters the parking facility area A. Based on the ratio of the actual fuel consumption index to the reference fuel consumption index from the time when the vehicle exits the vehicle, the fuel consumption-saving driving is evaluated, and evaluation information 61 (see FIGS. 9 and 10) is acquired and output. Thereby, it is possible to objectively notify the driver of the vehicle 3 how appropriately fuel-saving driving is performed in the parking facility area A. Accordingly, the driver of the vehicle 3 can be urged to improve the awareness of fuel-saving driving in the parking facility area A.

  FIG. 2 is a block diagram illustrating a schematic configuration of the central management server 2. The central management server 2 collects information from a plurality of navigation devices 1 mounted on each of the plurality of vehicles 3 and aggregates the information. Then, evaluation information 61 is generated from the collected information and distributed to each navigation device 1. In the present embodiment, the navigation device 1 corresponds to the “in-vehicle terminal device” in the present invention, and the central management server 2 corresponds to the “central management device” in the present invention.

1. Configuration of Navigation Device First, the configuration of the navigation device 1 will be described. The functional units of the navigation device 1 shown in FIG. 1 are hardware units that perform various processes on input data using a common arithmetic processing unit such as a CPU as a core member. Alternatively, it is implemented by software (program) or both. And each function part 11-30 of the navigation apparatus 1 is comprised so that the delivery of information can mutually be performed. Here, when each functional unit is configured by software (program), the software is stored in a storage unit such as a RAM or a ROM that can be referred to by the arithmetic processing unit. The map database 31 includes a recording medium (storage means) such as a hard disk drive, flash memory, DVD-ROM, or CD-ROM as a hardware configuration. The memory 41 includes a recording medium capable of storing and rewriting information as a hardware configuration, such as a hard disk drive and a flash memory. The memory 41 may be provided in a common recording medium with the map database 31 when the map database 31 is composed of a rewritable recording medium. Hereinafter, the configuration of each part of the navigation device 1 according to the present embodiment will be described in detail.

  The map database 31 is a database in which map data 33 is stored. The map data 33 includes road network data 35 configured by a plurality of nodes corresponding to each of a plurality of intersections and a plurality of links corresponding to roads connecting the nodes. The map data 33 stored in the map database 31 also includes facility data 36 configured with coordinate information representing the position of each facility F. Further, the facility data 36 further includes position information of the parking lot P (see FIGS. 3 and 4) of each facility F. Here, the parking lot P is a group of areas formed by a plurality of parking sections C (see FIGS. 5 and 6). Therefore, in this embodiment, the positional information on the parking lot P includes information on the position of the entire area of the parking lot P. In this example, for each parking lot P, coordinate information of a plurality of points constituting the outer edge is included. In the present embodiment, the facility data 36 further includes information indicating the presence or absence of a roof for each parking section C in each parking lot P. Therefore, based on the information indicating the presence / absence of a roof for each parking section C, it is possible to identify whether each parking section C is a roofed parking section. Here, in the covered parking section, in addition to the parking section C having a normal roof, the parking section C in the underground parking lot, the parking section C on the floor other than the top floor among the parking sections C in the three-dimensional parking lot, etc. Also included is a parking section C provided with other members that perform the same function as the roof at the top. The facility data 36 includes various attribute information such as the name, address, telephone number, and service type of each facility F. In addition to the road network data 35 and the facility information 36, the map data 33 includes drawing information necessary for map display processing by the display guidance processing unit 14 and various guidance information necessary for route guidance processing.

  The transmission / reception unit 11 includes a communication device that transmits / receives data to / from the central management server 2 via a wireless base station or the like by wireless communication. As such a wireless communication method, for example, a known communication network such as a mobile phone network or a wireless local area network (LAN) can be used. In the present embodiment, the transmission / reception unit 11 transmits information related to the evaluation value V to the central management server 2 as described later. Further, the transmission / reception unit 11 receives evaluation information 61 by comparison with other vehicles 3 such as rank information 65 and class information 66 from the central management server 2, as well as point rules 46 and advice stored in the memory 41. Update information for updating the data 45 is also received. These points will be described later. Moreover, in this embodiment, the transmission / reception part 11 receives the signal from the transmission apparatus installed in the exterior of the vehicle 3 which comprises VICS (Vehicle Information and Communication System: Road traffic information communication system, registered trademark) etc. A receiving device is also provided. Such transmission devices include, for example, transmission devices such as radio wave beacons, optical beacons, and FM multiplex broadcasts that constitute VICS. Moreover, in this embodiment, the transmission / reception part 11 also receives the information regarding weather conditions, such as a weather and precipitation, the information regarding the congestion degree of each parking lot P, etc. from transmission apparatuses, such as the centralized management server 2 and VICS.

  The own vehicle position information acquisition unit 12 is a functional unit that acquires own vehicle position information indicating the current position of the vehicle 3 (own vehicle) on which the navigation device 1 is mounted. Here, the vehicle position information acquisition unit 12 is connected to a GPS (Global Positioning System) receiver 51, an orientation sensor 52, and a distance sensor 53. The own vehicle position information acquisition unit 12 performs an operation of specifying the own vehicle position based on outputs from the GPS receiver 51, the direction sensor 52, and the distance sensor 53. In addition, the own vehicle position information acquisition unit 12 performs a known map matching process on the basis of the road network data 35 stored in the map database 31 to correct the position of the own vehicle on the road.

  The calculation unit 13 for navigation operates in accordance with a predetermined application program in order to execute navigation functions such as display of the vehicle position, route search from the departure point to the destination, route guidance to the destination, and destination search. Part. The display guidance processing unit 14 generates various images necessary for a navigation function such as a map image, a search screen for facilities, various setting screens, and the like, and performs processing such as displaying on the display input device 54. The display guidance processing unit 14 also performs guidance display by the display input device 54 and guidance by voice guidance by the voice output device 55 according to the calculation result by the navigation calculation unit 13. Furthermore, in this embodiment, the display guidance processing unit 14 also performs processing for displaying the evaluation information 61 acquired by the evaluation information acquiring unit 23 on the display input device 54 as described later (see FIGS. 9 and 10). . The display input device 54 is a device in which a display device such as a liquid crystal display and an input device such as a touch panel and operation switches are integrated. The audio output device 55 includes a device for outputting audio such as a speaker and an amplifier.

  The parking facility area setting unit 15 is a functional unit that sets the parking facility area A based on the map data 33 for the facility F that has a plurality of parking sections C for parking the vehicle 3. When the vehicle 3 visits the facility F, the parking facility region setting unit 15 sets a parking facility region A corresponding to the facility F. Here, the parking facility area A is a group of areas including all the parking sections C of the facility F. In the present embodiment, the parking facility area setting unit 15 corresponds to the “parking facility area setting means” in the present invention. In the present embodiment, the parking facility area setting unit 15 first determines whether or not the vehicle 3 may visit the facility F. Here, the determination as to whether or not the vehicle 3 may visit the facility F is, for example, whether or not the facility F is set as the destination, or even when the destination is not set. This is performed based on whether or not the vehicle 3 is heading for the parking lot P of the facility F based on the own vehicle position specified by the own vehicle position information acquisition unit 12 and the road network data 35. When it is determined that the vehicle 3 may visit the facility F, the parking facility area setting unit 15 sets the parking facility area A.

  In the present embodiment, the parking facility area setting unit 15 defines the parking facility area A as a minimum area having a predetermined outer shape that includes all of one or more parking lots P owned by the facility F. Set. In this example, a rectangular area in which the length of two adjacent sides can be arbitrarily changed is set as an area having a predetermined outer shape. Therefore, the parking facility area setting unit 15 in this example sets the parking facility area A as a minimum rectangular area including all of one or more parking lots P owned by the facility F. Such a parking facility area A may be configured to be set based on data individually stored in advance for each facility F, or may be configured to be acquired and set by calculation each time. In this example, each facility F is set based on data stored in advance individually. When setting the parking facility area A, the position information of the entire area of the parking lot P is referred to based on the map data 33 (facility data 36) stored in the map database 31. That is, the parking facility area setting unit 15 acquires coordinate information of a plurality of points constituting the outer edge of each parking lot P for all the parking lots P owned by the facility F, and includes the minimum of all the plurality of points. The parking facility area A is set as a rectangular area.

  3 and 4 are diagrams illustrating an example of a method for setting the parking facility area A by the parking facility area setting unit 15 according to the present embodiment. FIG. 3 shows a method for setting the parking facility area A when the facility F of interest has only one parking lot P. In the illustrated example, the parking lot P itself has a rectangular shape. In this case, the parking facility area setting unit 15 refers to the facility data 36 and acquires coordinate information of the four corners (four vertices a1 to a4) of the parking lot P. Then, the parking facility area A is set as a minimum rectangular area that includes all of these four vertices a1 to a4. In this example, the rectangular area formed by connecting the four vertices a1 to a4 is the parking facility area A, and the area occupied by the parking lot P is coincident with the parking facility area A. In FIG. 3, the parking facility area A is displayed as a slightly larger area than the parking lot P in consideration of visibility (the same applies to FIG. 4).

  FIG. 4 shows a method for setting the parking facility area A when the facility F of interest has three parking lots P. In the illustrated example, these three parking lots P are arranged in a state of being separated from each other across the road. Moreover, each of the three parking lots P has a rectangular shape. In this case, the parking facility area setting unit 15 refers to the facility data 36 and acquires coordinate information of the four corners (four vertices b1 to b4, c1 to c4, and d1 to d4, respectively) of each parking lot P. And the parking facility area | region setting part 15 sets the parking facility area | region A as a minimum rectangular area which includes all these 12 vertexes b1-b4, c1-c4, d1-d4. In this example, a rectangular area formed by a straight line connecting vertices c1 and c2, a straight line connecting vertices c2 and c3, a straight line connecting vertices d3 and d4, and a straight line connecting vertices b1 and b4 is a parking facility. Region A. The parking facility area A set in this way is a group of areas including all of the three parking lots P arranged in a separated state. In this case, the parking facility area A includes roads located between the parking lots P.

  The actual travel distance acquisition unit 16 is a functional unit that acquires the actual travel distance L1 of the vehicle 3 from entering the parking facility area A to exiting based on the actual travel of the vehicle 3. Here, in general, the fuel consumption amount of the vehicle 3 is a value corresponding to the actual travel distance L1, and the longer the actual travel distance L1, the greater the fuel consumption amount required for the vehicle 3 to travel. Therefore, the actual travel distance L1 of the vehicle 3 is an index related to the fuel consumption, and is an “actual fuel consumption index” in the present invention. Therefore, in the present embodiment, the actual travel distance acquisition unit 16 corresponds to the “actual fuel consumption index acquisition means” in the present invention. In the present embodiment, the actual travel distance acquisition unit 16 is configured to be able to acquire information on the travel distance of the vehicle 3 detected by the distance sensor 53, and from the time when the vehicle 3 enters the parking facility area A. The actual travel distance L1 is acquired by sequentially accumulating the travel distance and then reading the integrated value of the travel distance when the vehicle 3 leaves the parking facility area A. The vehicle 3 enters the parking facility area A based on the parking facility area A set by the parking facility area setting unit 15 and the own vehicle position specified by the own vehicle position information acquisition unit 12, or the parking facility A time point when the user leaves the area A is determined. Information about the acquired actual travel distance L1 is output to the evaluation value acquisition unit 18.

  The reference travel distance acquisition unit 17 is a functional unit that acquires a reference travel distance L0 as a reference in the parking facility area A. As described above, since the actual travel distance L1 is adopted as the actual fuel consumption index related to the fuel consumption of the vehicle 3 in the present embodiment, the reference travel distance L0 is set as the “reference fuel consumption index” corresponding thereto. Has been. In the present embodiment, the reference mileage acquisition unit 17 corresponds to the “reference fuel consumption index acquisition unit” in the present invention. In the present embodiment, the reference travel distance L0 is set individually in advance for each parking facility area A.

  In the present embodiment, the reference travel distance L0 in a certain parking facility area A is set as the travel distance of the vehicle 3 that is at least necessary in the parking facility area A. That is, the distance corresponding to the travel distance of the vehicle 3 until the vehicle 3 enters the parking facility area A, parks the vehicle 3 in the parking section C closest to the entry point, and further exits the parking facility area A is the reference. The travel distance is L0. Examples of setting the reference travel distance L0 are shown in FIGS. FIG. 5 shows an example in which only one entrance I between the road and the parking facility area A is provided in the parking facility area A set for the facility F of interest. . In the example of FIG. 5, the travel distance when reciprocating along the most reasonable route (indicated by a broken line in FIG. 5) between the entrance I and the parking section C1 closest to the entrance I is The reference travel distance L0 in the parking facility area A is set.

  On the other hand, FIG. 6 shows an example in which two entrances I between the road and the parking facility area A are provided in the parking facility area A set for the facility F of interest. Yes. One of the two entrances I is the entrance Ia, and the other is the exit Ib. In the example of FIG. 6, the path closest to the entrance / exit I among the paths from the entrance Ia side to the exit Ib side is one of the parking sections C facing the path (for example, the parking sections C5 and C6). The travel distance when traveling along the most rational route while parking the vehicle 3 (indicated by a broken line in FIG. 6) is the reference travel distance L0 in the parking facility area A. As described above, the reference travel distance L0 is set to a different value for each parking facility area A according to the number of doorways I, the direction of travel at each doorway I, and the like.

  The reference travel distance L0 preset individually for each parking facility area A as described above is stored in the memory 41 provided in the navigation device 1. Reference mileage data 43 is stored in the memory 41, and the reference mileage data 43 includes the reference mileage L0 corresponding to each parking facility area A. Then, the reference travel distance acquisition unit 17 refers to the reference travel distance data 43 stored in the memory 41 according to the parking facility area A set for the facility F where the vehicle 3 is visited, and determines the reference travel distance L0. get. Thereby, the reference travel distance L0 in the target parking facility area A can be quickly acquired based on the accumulated data. Information about the acquired reference travel distance L0 is output to the evaluation value acquisition unit 18.

  The evaluation value acquisition unit 18 is a functional unit that acquires an evaluation value V indicating evaluation related to fuel-saving driving based on the ratio of the actual travel distance L1 to the reference travel distance L0. In the present embodiment, the evaluation value acquisition unit 18 corresponds to “evaluation value acquisition means” in the present invention. In the present embodiment, in order to realize such a function, the evaluation value acquisition unit 18 includes a ratio calculation unit 18a and an evaluation value calculation unit 18b as lower functional units.

The ratio calculation unit 18a is a functional unit that calculates an actual consumption ratio R that is a ratio of the actual travel distance L1 to the reference travel distance L0 based on the reference travel distance L0 and the actual travel distance L1. As described above, when the parking facility area A corresponding to the facility F is set when the vehicle 3 visits the facility F, the reference travel distance acquisition unit 17 acquires the reference travel distance L0 and sets the reference travel distance L0. The information is output to the evaluation value acquisition unit 18. Further, when the vehicle 3 leaves the set parking facility area A, the actual travel distance acquisition unit 16 acquires information on the actual travel distance L1 and outputs the actual travel distance L1 to the evaluation value acquisition unit 18. The ratio calculation unit 18a receives the information on the reference travel distance L0 and the actual travel distance L1, and calculates the actual consumption ratio R according to the following equation (1).
R = L1 / L0 (1)
The actual consumption ratio R (R ≧ 1) calculated in this way represents the degree of travel exceeding the shortest travel distance in the parking facility area A. The larger the actual consumption ratio R, the more fuel-saving driving is performed. The closer the actual consumption ratio R is to 1, the more fuel-saving driving is performed. The calculated actual consumption ratio R is output to the evaluation value calculation unit 18b.

The evaluation value calculation unit 18b is a functional unit that acquires an evaluation value V indicating an evaluation related to fuel-saving driving based on the actual consumption ratio R. In the present embodiment, the evaluation value calculation unit 18b calculates an evaluation value V according to the following equation (2).
V = 1 / R (= L0 / L1) (2)
The evaluation value V (0 <V ≦ 1) calculated in this way takes a larger value as the actual consumption ratio R is smaller, and takes a smaller value as the actual consumption ratio R is larger. That is, the evaluation value V is a large value when the actual consumption ratio R is small and fuel-saving driving is performed within the range of 0 <V ≦ 1, and when the actual consumption ratio R is large and fuel-saving driving is not performed. Small value. Therefore, in this example, the evaluation regarding fuel-saving driving is higher as the evaluation value V is larger.

  For example, in the example of FIG. 5, the actual travel distance L1 is shorter when the vehicle 3 is parked in the parking section C2 than when the vehicle 3 is parked in the parking section C3. Therefore, it can be seen that when the vehicle 3 is parked in the parking section C2, the actual consumption ratio R becomes smaller and the evaluation value V becomes larger (that is, the evaluation regarding fuel-saving driving is higher). Similarly, in the example of FIG. 6, the actual travel distance L1 is shorter when the vehicle 3 is parked in the parking section C7 than when the vehicle 3 is parked in the parking section C8. Therefore, it can be seen that when the vehicle 3 is parked in the parking section C7, the actual consumption ratio R becomes smaller and the evaluation value V becomes larger (that is, the evaluation regarding fuel-saving driving is higher).

  In the vehicle parking evaluation system 100 according to the present embodiment, the saving in the parking facility area A (one or more parking lots P) when visiting the facility F based on the evaluation value V acquired as described above. It is possible to objectively notify the driver of the vehicle 3 how appropriately the fuel-efficient driving is performed. Accordingly, it is possible to appropriately encourage the driver of the vehicle 3 to improve awareness of fuel-saving driving in the parking facility area A (one or more parking lots P).

  In the present embodiment, the evaluation value V is appropriately corrected according to the weather condition and the degree of congestion in the parking facility area A. Below, the detail is demonstrated.

  The meteorological state acquisition unit 19 is a functional unit that acquires the meteorological state in the parking facility area A based on at least one selected from the weather, temperature, precipitation, wind speed, and warning. In the present embodiment, the weather condition acquisition unit 19 corresponds to the “weather condition acquisition means” in the present invention. In the present embodiment, the weather condition acquisition unit 19 is a weather, temperature, precipitation amount, wind speed, and warning alarm (a heavy rain alarm, a lightning alarm, etc.) transmitted from an external transmitting device of the vehicle 3 such as the central management server 2 or VICS. ) Is acquired via the transmission / reception unit 11. Based on this information, the weather conditions in the parking facility area A are expressed as “sunny”, “cloudy”, “rain”, “snow”, “strong wind”, “hot”, “extremely cold”, “storm” And select from “Warning is being issued”.

  Here, a setting criterion is provided in advance for each weather condition, and when each setting criterion is satisfied, it is determined that the weather condition is a corresponding one. For example, “sunny”, “cloudy”, “rain”, and “snow” are determined based on the acquired weather information. Moreover, when the acquired wind speed is more than a predetermined strong wind determination threshold value (for example, 10 [m / s]), it is determined as “strong wind”. Further, when the acquired temperature is equal to or higher than a predetermined extreme heat determination threshold (for example, 30 [° C.]), it is determined as “high heat”, and when the acquired temperature is equal to or lower than a predetermined extreme cold determination threshold (for example, 0 [° C.]) Is determined. Further, when the acquired precipitation amount and wind speed are equal to or higher than a predetermined storm determination threshold (for example, 20 [mm / h] and 15 [m / s], respectively), it is determined as “storm”. Further, “alarm is being issued” is determined based on the acquired information on the issued alarm. In the present embodiment, among these weather conditions, “rain”, “snow”, “strong wind”, “severe heat”, “extreme cold”, “storm”, and “alarm is being issued” are collectively called “ Called “bad weather conditions”. Of these, “storm” and “alarming” are collectively referred to as “worst weather conditions”. The acquired weather condition information is output to the correction unit 22 described later.

  The parking section specifying unit 20 is a functional unit that specifies the parking section C where the vehicle 3 is parked. In the present embodiment, the parking section specifying unit 20 corresponds to the “parking section specifying means” in the present invention. In the present embodiment, the parking section identification unit 20 includes the own vehicle position information acquired by the own vehicle position information acquisition unit 12, the image information around the vehicle 3 acquired by an imaging device such as an in-vehicle camera (not shown), and the like. And the parking section C where the vehicle 3 is parked can be specified based on the vehicle position information and the image information. Furthermore, in this example, the parking section specifying unit 20 determines the parking section C in which the vehicle 3 is parked based on the information on the specified parking section C and the information on the presence or absence of the roof for each parking section C included in the facility data 36. It is also determined whether or not it is a covered parking area. Information indicating the determination result of whether or not the parked parking section C is a covered parking section is output to the correction unit 22 described later.

  The congestion level acquisition unit 21 is a functional unit that acquires the congestion level in the parking facility area A. In the present embodiment, the congestion degree acquisition unit 21 corresponds to the “congestion degree acquisition unit” in the present invention. In the present embodiment, the congestion level acquisition unit 21 acquires information regarding the congestion level of the parking lot P transmitted from a transmission device outside the vehicle 3 such as the central management server 2 or VICS via the transmission / reception unit 11. In the present embodiment, as information related to the degree of congestion of the parking lot P, information on the full vehicle rate representing the number of parking lots C in which the vehicles 3 are actually parked with respect to the total number of parking lots C in the parking lot P is acquired. . At this time, when the parking facility area A is composed of a plurality of parking lots P, information on the full rate in all the parking lots P included in the parking facility area A is obtained, and the area of each parking lot P A weighted average value corresponding to the parking facility area A may be used as the degree of congestion, or the full rate acquired for the parking lot P including the parking section C where the vehicle 3 is actually parked is used as it is. It may be representative of the degree of congestion in the area A. The acquired information on the degree of congestion in the parking facility area A is output to the correction unit 22 described later.

  The correction unit 22 is a functional unit that appropriately corrects the evaluation value V according to the weather condition and the degree of congestion in the parking facility area A. In the present embodiment, the correction unit 22 corresponds to “correction means” in the present invention. In the present embodiment, the correction unit 22 corrects the evaluation value V according to the weather state acquired by the weather state acquisition unit 19. At this time, in the present embodiment, the correction unit 22 corrects the evaluation value V by multiplying the evaluation value V by correction coefficients (k1 and k2). FIG. 7 is a table showing an example of the correction coefficient k1 used for correcting the evaluation value V based on the weather condition. As shown in this figure, the weather conditions in the parking facility area A are classified as bad weather conditions, such as “rain”, “snow”, “strong wind”, “hot weather”, “extreme cold”, “storm”, and “ When “alarm is being issued”, a value larger than 1 is set as the correction coefficient k1. The evaluation value V can be increased by multiplying the evaluation value V by such a correction coefficient k1.

  Moreover, in this embodiment, the correction | amendment part 22 correct | amends the evaluation value V so that the fluctuation range of the evaluation value V becomes large, so that a weather condition is bad. That is, when the corrected evaluation value is V ′, the correction unit 22 corrects the evaluation value V so that the difference between the upper limit value and the lower limit value of the corrected evaluation value V ′ increases as the weather condition worsens. To do. In this example, the evaluation value V is multiplied by a correction coefficient k1 (k1 ≧ 1) that is set to a larger value according to the weather condition, so that the fluctuation range of the evaluation value V is worse as the weather condition is worse. The evaluation value V is corrected so as to increase. In this example, for example, “snow” has a worse weather condition than “rain”, or “extremely cold” has a worse weather condition than “severe heat”. Accordingly, as shown in FIG. 7, the setting value of the correction coefficient k1 is “snow (1.3)” more than “rain (1.2)” and “hot” (1.1). "Frigid (1.2)" is larger than " Although not shown in FIG. 7, a configuration in which the set value of the correction coefficient k1 is further finely divided according to the bad state in each weather condition is also preferable. For example, when the weather condition is “rain”, a configuration in which a correction coefficient k1 that becomes larger as the amount of precipitation increases is set. Note that the correction coefficient k1 shown in FIG. 7 is merely an example, and can be changed as appropriate. The correction coefficient k1 corresponding to each weather condition is stored in the memory 41 as the correction rule 44.

  If the evaluation value V is corrected in this way, when the vehicle 3 is parked in the parking facility area A, the evaluation regarding the fuel-saving driving in the bad weather condition can be increased. Therefore, the driver of the vehicle 3 can be strongly urged to improve the consciousness about the fuel-saving driving in the bad weather condition in which the consciousness about the fuel-saving driving generally tends to be sparse, particularly when the weather condition is worse.

  Moreover, in this embodiment, the correction | amendment part 22 is evaluation value V, when the acquired weather condition is "very hot" and the parking area C where the vehicle 3 was parked is a covered parking area. The evaluation value V is corrected so as to increase. In this embodiment, in such a case, the correction unit 22 simply multiplies the evaluation value V by a correction coefficient k1 that is set to a larger value than when the weather condition is “hot”. For example, as indicated in parentheses in the table of FIG. 7, the setting value of the correction coefficient k1 is set to be higher when parking in a covered parking area (1.3) than when parking in a parking area without a roof (1.1). ) Is larger.

  If the evaluation value V is corrected in this way, the selection of the parking section C in the parking facility area A that suppresses a significant increase in the in-vehicle temperature due to the vehicle 3 being exposed to direct sunlight in extreme heat, The evaluation regarding fuel-saving driving can be made high. Therefore, it is possible to appropriately encourage the driver of the vehicle 3 to improve the consciousness about the fuel-saving driving in the extreme heat.

  In the present embodiment, the correction unit 22 suppresses the evaluation value V from being lowered when the acquired weather condition is “worst weather condition”, that is, “storm” or “alarm is being issued”. As described above, the evaluation value V is corrected. In the present embodiment, as indicated by “−” in the table of FIG. 7, the correction coefficient k1 is not set when the weather condition is “storm” or “alarm is being issued”. In this case, the correction unit 22 corrects the evaluation value V so as to be a predetermined constant value (for example, 0.5 to 0.8) regardless of the equation (3) described later. If the evaluation value V is corrected in this way, it is possible to allow a certain amount of behavior for physical safety when the weather condition is the “worst weather condition”, and to suppress a decrease in the evaluation value V. Therefore, it is possible to perform an appropriate evaluation on the fuel-saving driving that makes it difficult for the driver to feel uncomfortable.

  Moreover, in this embodiment, the correction | amendment part 22 correct | amends the evaluation value V according to the congestion degree (here vehicle full rate) in the parking facility area | region A acquired by the congestion degree acquisition part 21. FIG. At this time, in the present embodiment, the correction unit 22 corrects the evaluation value V by multiplying the evaluation value V by the correction coefficient k2. FIG. 8 is a table showing an example of the correction coefficient k2 used for correcting the evaluation value V based on the full vehicle rate. As shown in this figure, a correction coefficient k2 (k2 ≧ 1) is set, which increases as the full vehicle rate in the parking facility area A increases. By multiplying the evaluation value V by such a correction coefficient k2, the correction unit 22 corrects the evaluation value V so as to increase the evaluation value V as the full vehicle ratio increases. If the evaluation value V is corrected in this way, the evaluation of the fuel-saving driving is performed in consideration of the travel distance that is essential until the parking facility C can be parked because the parking facility area A is congested. The decrease can be suppressed. Further, at that time, the higher the vehicle full rate, the larger the degree of suppressing the decrease in evaluation related to fuel-saving driving. Therefore, it is possible to perform an appropriate evaluation on the fuel-saving driving that makes it difficult for the driver to feel uncomfortable. The correction coefficient k2 shown in FIG. 8 is merely an example and can be changed as appropriate.

By the way, the correction of the evaluation value V according to the weather condition and the degree of congestion in the parking facility area A is a correction from a different viewpoint. Therefore, the correction unit 22 corrects the evaluation value V by multiplying both the correction coefficients k1 and k2 by the evaluation value V. Therefore, finally, the corrected evaluation value V ′ is calculated according to the following equation (3).
V ′ = k1 × k2 × V (3)
In addition, when the correction coefficients k1 and k2 are “1”, it is substantially the same as that correction according to the weather condition and the degree of congestion is not performed, respectively. Then, the information of the corrected evaluation value V ′ calculated and acquired in this way is output to the evaluation information acquisition unit 23.

  The evaluation information acquisition unit 23 is a functional unit that acquires the evaluation information 61 based on the corrected evaluation value V ′ (including the case where the evaluation value V is not corrected, and so forth). In the present embodiment, the evaluation information acquisition unit 23 corresponds to “evaluation information acquisition means” in the present invention. Here, as shown in FIG. 1, the evaluation information acquisition unit 23 includes a point calculation unit 24, a graph generation unit 25, an advice sentence acquisition unit 26, and an external information acquisition unit 27. Then, the evaluation information acquisition unit 23 acquires point information 62, advice sentence information 63, evaluation graph information 64, rank information 65, and class information 66 as the evaluation information 61. The memory 41 stores a point rule 46 and advice data 45 that are referred to by the evaluation information acquisition unit 23. FIGS. 9 and 10 show an example of a screen when the evaluation information 61 acquired by the evaluation information acquisition unit 23 is displayed on the display input device 54. FIG. Here, FIG. 9 is an example of a comprehensive evaluation screen for displaying a result of comprehensive evaluation regarding fuel-saving driving in the parking facility area A. FIG. 10 shows that the vehicle 3 leaves the parking facility area A. It is an example of the guidance screen displayed for every. In addition, in the example of FIG. 10, in addition to the evaluation graph information 64 and the advice sentence information 63 as the evaluation information 61, a guidance map for route guidance is displayed.

  The point calculation unit 24 calculates points given according to the evaluation value V ′. At this time, the point calculation unit 24 refers to the point rule 46 stored in the memory 41 and calculates the points given according to the point rule 46. The point rule 46 is a rule that defines the relationship between the evaluation value V ′ acquired by the evaluation value acquisition unit 18 and the points to be given. In the present embodiment, as an example, the point rule 46 gives points obtained by multiplying the evaluation value V ′ by 100. However, according to the relationship between the correction coefficients k1 and k2 and the evaluation value V before correction, when the evaluation value V ′ is larger than 1, 100 points are given regardless of the value of the evaluation value V ′. Yes. That is, the point rule 46 is a rule of giving a point obtained by multiplying the evaluation value V ′ by 100 with the upper limit being 100 points. In this way, the point calculation unit 24 calculates and gives 0 to 100 points each time the vehicle exits the parking facility area A according to the acquired evaluation value V ′. Note that the point rule 46 is also suitable as a rule in which a point obtained by multiplying the evaluation value V ′ by 100 without setting an upper limit is given as it is.

  Moreover, the point calculation part 24 integrates the points each time it leaves the parking facility area A calculated as described above, and calculates the total points acquired so far. The total points are accumulated and totaled every predetermined period, for example, every year, and when the year changes, the total points are accumulated again from zero, or the accumulated values of all the points acquired so far. The points for each run and the total points calculated by the point calculation unit 24 are stored in the memory 41 as vehicle point data 47. Then, the point calculation unit 24 causes the display input device 54 to display point information 62 representing the previously acquired point (previous acquisition point) and the total point based on the vehicle point data 47 stored in the memory 41. In the example shown in FIG. 9, such point information 62 is displayed on a part of the comprehensive evaluation screen.

  The point rule 46 referred to by the point calculation unit 24 can be updated by update information received from the central management server 2. This update process is performed by the update processing unit 30. That is, when the update processing unit 30 receives the update information of the point rule 46 from the central management server 2 via the transmission / reception unit 11, the update processing unit 30 updates the point rule 46 stored in the memory 41 based on the update information. To do. Thereby, for example, it is possible to change the rules as needed so that the points to be given become more appropriate values, or to change the rules so as to increase the points given for a limited time. The content of the point rule 46 is merely an example, and the content of this rule can be set arbitrarily.

  The graph generation unit 25 generates a graph display that visually represents the acquired evaluation value V ′. Specifically, as shown in FIG. 10, evaluation graph information 64 for representing an evaluation value V ′ related to fuel-saving driving in the parking facility area A is generated. The graph generation unit 25 displays the generated evaluation graph information 64 on the display input device 54. The evaluation graph information 64 includes a graph representing the evaluation value V ′ acquired last time in the parking facility area A and a graph of the past average value of the evaluation value V ′, and can be compared with each other. Are arranged adjacent to each other. Here, the graph of the past average value of the evaluation value V ′ is updated each time the vehicle 3 leaves the parking facility area A. In the illustrated example, both graphs are bar graphs. Note that information stored in the navigation device 1 or information stored for each vehicle 3 in the central management server 2 is used as the past evaluation value V ′ information.

  The advice sentence acquisition unit 26 acquires advice sentence information 63 having contents corresponding to the evaluation value V ′. Here, the advice sentence acquisition unit 26 reads out and acquires the advice sentence information 63 having contents corresponding to the evaluation value V ′ from the advice data 45 stored in the memory 41. The advice sentence acquisition unit 26 displays the acquired advice sentence information 63 on the display input device 54. The advice text information 63 is text information for transmitting the evaluation content according to the evaluation value V ′ to the driver in accordance with the evaluation value V ′. In the present embodiment, the advice text information 63 is text information for improving the driver's awareness of fuel-saving driving in the parking facility area A. FIG. 11 shows an example of advice data 45 stored in the memory 41. According to this example, when the evaluation value V ′ is as high as 0.9 to 1, when it is relatively high as 0.5 to 0.9, and when the evaluation value V ′ is relatively low as 0 to 0.5. In response, sentences having different contents are acquired as advice sentence information 63. In the example shown in FIG. 10, advice sentence information 63 corresponding to the previously acquired evaluation value V ′ is displayed on the display input device 54 together with the evaluation graph information 64 and the guidance map.

  The advice data 45 stored in the memory 41 can be updated by the update information received from the central management server 2. This update process is performed by the update processing unit 30. That is, when the update processing unit 30 receives the update information of the advice data 45 from the central management server 2 via the transmission / reception unit 11, the update processing unit 30 updates the advice data 45 stored in the memory 41 based on the update information. To do. Thereby, the content of the advice text information 63 can be changed to a more appropriate one at any time, for example, the content of the advice text information 63 is changed according to the driving operation tendency or driving history of the driver. It becomes. The content of the advice data 45 is merely an example, and the content can be set arbitrarily.

  The external information acquisition unit 27 performs processing for acquiring the evaluation information 61 from the central management server 2 provided outside the vehicle 3. Specifically, the external information acquisition unit 27 communicates with the central management server 2 via the transmission / reception unit 11 and receives evaluation information 61 by comparison with other vehicles 3 such as rank information 65 and class information 66. As will be described later, the central management server 2 is provided so as to be communicable with the navigation device 1 mounted on the plurality of vehicles 3, and collects and aggregates information on the evaluation value V ′ from the plurality of vehicles 3. In the present embodiment, the centralized management server 2 obtains the points given according to the evaluation value V ′ from the navigation device 1 of each vehicle 3 and the information of the evaluation value V ′ that is the original information when calculating the points. Collected and aggregated, and rank information 65 and class information 66 are generated as a result of the aggregation. The external information acquisition unit 27 of each navigation device 1 requests and acquires the rank information 65 and the class information 66 generated in this way from the central management server 2 at a predetermined timing. In the present embodiment, the external information acquisition unit 27 requests the order information 65 and the class information 66 from the central management server 2 when the main power source of the vehicle 3 on which the navigation device 1 is mounted is turned on.

  The rank information 65 is information representing the rank of each vehicle 3 regarding the evaluation value V ′ in comparison with the other vehicle 3. The rank information 65 can be, for example, information such as the rank of the average value of the evaluation values V ′ of each vehicle within a predetermined period, the rank of the total points acquired by each vehicle within the predetermined period, and the like. Here, various periods such as one year, one month, one week, one day, and the like can be set as the predetermined period. Then, the external information acquisition unit 27 displays the acquired rank information 65 on the display input device 54. In the present embodiment, as shown in the example of FIG. 9, the rank information 65 includes the rank in comparison with the other vehicle 3 of the total points acquired by each vehicle 3 every month, and the rank is relative to the previous month. It contains an arrow image that indicates whether it has gone up or down.

  The class information 66 is information representing a class given based on the past evaluation value V ′ of each vehicle 3 in comparison with the other vehicle 3. As the class information 66, for example, the ranking of the average value of the evaluation values V ′ of each vehicle within a predetermined period, the ranking of the total points acquired by each vehicle 3 within the predetermined period, and each vehicle 3 so far According to the acquired total points, etc., it can be used as information on the class to which each vehicle belongs when each vehicle is divided into a plurality of classes. In the present embodiment, the class information 66 is determined by moving the current class up and down according to the ranking of the total points acquired during a predetermined period (for example, one year). Here, as the class, for example, A, B, C,..., 1, 2, 3,. Then, the external information acquisition unit 27 displays the acquired class information 66 on the display input device 54. In this embodiment, as shown in the example of FIG. 5, the class information 66 uses classes A, B, C,..., And in the illustrated example, the vehicle 3 belongs to the “B” class. Is displayed.

  The transmission processing unit 29 performs processing for transmitting information on the evaluation value V ′ to the central management server 2 at a predetermined timing. More specifically, the transmission processing unit 29 acquires in the parking facility area A when the vehicle 3 on which the navigation device 1 is mounted enters the parking facility area A and then leaves the parking facility area A. A process of transmitting information on the evaluated value V ′ to the central management server 2 is performed. Whether or not the user leaves the parking facility area A is determined based on the parking facility area A set by the parking facility area setting unit 15 and the information on the vehicle position specified by the vehicle position information acquisition unit 12. . In the present embodiment, the transmission processing unit 29 transmits information on the evaluation value V ′ in the parking facility area A and point information given in accordance with the evaluation value V ′ to the central management server 2.

2. Configuration of Central Management Server Next, the configuration of the central management server 2 will be described. As shown in FIG. 2, the central management server 2 is provided so as to be able to communicate with a plurality of navigation devices 1 mounted on each of a plurality of vehicles 3. Then, the centralized management server 2 collects and aggregates information on the evaluation value V ′ from each navigation device 1 and generates evaluation information 61 for each navigation device 1 based on the collected information. Further, the central management server 2 distributes the generated evaluation information 61 in accordance with a request from each navigation device 1.

  Each functional unit of the centralized management server 2 shown in FIG. 2 is a functional unit for performing various processes on input data using a common processing unit such as a CPU or the like as a core member. Hardware and / or software (program) or both. The functional units 72 to 75 of the central management server 2 are configured to be able to exchange information with each other. Here, when each functional unit is configured by software (program), the software is stored in a storage unit such as a RAM or a ROM that can be referred to by the arithmetic processing unit. Further, the user database 71 includes a recording medium (storage means) capable of storing and rewriting information as a hardware configuration, such as a hard disk drive and a flash memory. Hereinafter, the configuration of each unit of the centralized management server 2 according to the present embodiment will be described in detail.

  The transmission / reception unit 72 includes a communication device that transmits and receives data by wireless communication with the navigation device 1 mounted on the plurality of vehicles 3 via a wireless base station or the like. For this wireless communication method, the same communication method as that of the transmission / reception unit 11 of the navigation device 1 is used. As described above, in the present embodiment, the transmission / reception unit 72 displays information on the evaluation value V ′, specifically, the evaluation value V ′ and the information on the points given according to the evaluation value V ′. Receive from. The transmission / reception unit 72 also updates the evaluation information 61 based on comparison with other vehicles 3 such as the rank information 65 and the class information 66, and the point rules 46 and the advice data 45 stored in the memory 41 of the navigation device 1. Update information is transmitted to the navigation device 1.

  The storage processing unit 73 performs processing of storing information on the evaluation value V ′ received from the navigation device 1 mounted on each vehicle 3 by the transmission / reception unit 72 for each vehicle 3 and storing the information in the user database 71. As described above, in the present embodiment, the information related to the evaluation value V ′ includes the evaluation value V ′ and information on points given in accordance with the evaluation value V ′. These pieces of information are transmitted from the navigation device 1 of the vehicle 3 and received by the transmission / reception unit 72 when each vehicle 3 leaves the parking facility area A. The storage processing unit 73 stores the information related to the received evaluation value V ′ in the user database 71 in a state in which the information is associated with the identification information of each vehicle 3 and the reception date / time information. Here, as the identification information of each vehicle 3, for example, the identification code of each vehicle 3 or each navigation device 1, the number of the number plate of each vehicle 3, or the like can be used.

  The aggregation processing unit 74 performs a process of aggregating information regarding the evaluation value V ′ for each vehicle 3 stored in the user database 71 and generating evaluation information 61 for each vehicle 3 (each navigation device 1). Specifically, the aggregation processing unit 74 aggregates point information corresponding to the evaluation value V ′ received from each vehicle 3 for each predetermined period, and rank information indicating the rank of the total points obtained by comparing a plurality of vehicles 3. 65 is generated. In this embodiment, the totalization processing unit 74 calculates the sum of points acquired by each vehicle 3 every month, and generates rank information 65 that represents the rank in comparison with other vehicles 3. Furthermore, the totalization process part 74 totals the points which each vehicle 3 acquired within the predetermined period, and produces | generates the class information 66 showing the class provided according to the totalization result. In the present embodiment, the aggregation processing unit 74 increases the rank if the rank is high and descends the rank if the rank is low, according to the rank of the total points acquired during a predetermined period (for example, one year). The class of each vehicle 3 is determined. In addition, the class until the predetermined period passes for the first time can be arbitrarily set, such as the lowest class or an intermediate class. The generated rank information 65 and class information 66 are stored in the user database 71 in a state associated with the identification information of each vehicle 3. The rank information 65 and the class information 66 are preferably generated based on the evaluation value V ′ instead of the points.

  Further, the totalization processing unit 74 accumulates point information corresponding to the evaluation value V ′ received from each vehicle 3 for each vehicle 3 and calculates the total points acquired so far. As described above, the total point is an integrated value integrated every predetermined period, or an integrated value of all the points acquired so far. The calculated total point information is stored in the user database 71 in a state associated with the identification information of each vehicle 3. The total point information stored in the user database 71 as described above is used for backup and confirmation of the total point information stored in the memory 41 of each navigation device 1. Accordingly, this information matches the total point information stored in the memory 41 as the vehicle point data 47 in the navigation device 1.

  In response to a request from the external information acquisition unit 27 of each navigation device 1, the distribution processing unit 75 reads the rank information 65 and the class information 66 as the evaluation information 61 generated by the tabulation processing unit 74 from the user database 71, and Processing to transmit to the navigation device 1 is performed. In addition, when update information for updating the point rule 46 or the advice data 45 is generated by an update information generation unit (not shown), the distribution processing unit 75 performs processing for transmitting the update information to the navigation device 1. Do.

3. Next, the procedure of the vehicle parking evaluation process (vehicle parking evaluation method) executed in the navigation device 1 according to this embodiment will be described. FIG. 12 is a flowchart showing an overall procedure of the vehicle parking evaluation process according to the present embodiment. FIG. 13 is a flowchart showing the procedure of the evaluation value calculation process in step # 06 in FIG. The procedure of the vehicle parking evaluation process described below is executed by hardware, software (program), or a combination of both constituting each functional unit of the navigation device 1 described above. When each function part of the navigation apparatus 1 is comprised by a program, the arithmetic processing apparatus which the navigation apparatus 1 has operate | moves as a computer which executes the navigation program which comprises said each function part. Hereinafter, it demonstrates according to a flowchart.

  First, the overall procedure of the vehicle parking evaluation process will be described. As shown in FIG. 12, first, the external information acquisition unit 27 requests the central management server 2 for rank information 65 and class information 66 as evaluation information 61 for the vehicle 3, and receives these information ( Step # 01). Then, the comprehensive evaluation screen is displayed (step # 02). As shown in FIG. 9, the comprehensive evaluation screen includes display of point information 62, rank information 65, and class information 66. Thereafter, the parking facility area setting unit 15 may drop in the facility F and visit the facility F based on the destination setting status, the relationship between the road network data 35 and the vehicle position information, and the like. (Step # 03). When it is determined that there is a possibility of stopping at the facility F (step # 03: Yes), the parking facility area setting unit 15 sets the parking facility area A for the facility F to stop by (step # 04). Then, it is determined whether or not the vehicle 3 has entered the parking facility area A based on the set parking facility area A and the own vehicle position specified by the own vehicle position information acquisition unit 12 (step #). 05). When it is not determined that there is a possibility of stopping at the facility F (step # 03: No), or although it is determined that there is a possibility of stopping at the facility F, it is actually determined that the vehicle has entered the parking facility area A If not (step # 05: No), the process returns to step # 03 again, and the parking facility area setting unit 15 determines whether or not the vehicle 3 may stop at the facility F and visit the facility F. judge. Then, the processing from step # 03 to step # 05 is repeatedly executed sequentially.

  When it is determined that the vehicle has actually entered the parking facility area A with the parking facility area A set (step # 05: Yes), the evaluation value for calculating the evaluation value V (corrected evaluation value V ′) Calculation processing is executed (step # 06). The evaluation value calculation process will be described in detail later based on the flowchart of FIG. When the evaluation value V ′ is calculated, the graph generation unit 25 generates and displays the evaluation graph information 64 based on the evaluation value V ′ (step # 07). Similarly, the point calculation unit 24 calculates points to be given based on the evaluation value V ′ (step # 07). Further, the transmission processing unit 29 transmits the evaluation value V ′ information in the parking facility area A and the point information given in accordance with the evaluation value V ′ to the central management server 2 (step # 08). The vehicle parking evaluation process is thus completed.

  Next, the procedure of the evaluation value calculation process in step # 06 in FIG. 12 will be described. As shown in FIG. 13, in the evaluation value calculation process, first, the reference mileage acquisition unit 17 refers to the reference mileage data 43 stored in the memory 41 based on the set parking facility area A. The reference travel distance L0 in the parking facility area A is acquired (step # 21). The actual travel distance acquisition unit 16 measures the actual travel distance from the time when the vehicle 3 entered the parking facility area A based on the information on the travel distance of the vehicle 3 detected by the distance sensor 53 (step # 22). The measurement of the actual travel distance is continuously performed until the vehicle 3 is parked in the parking section C (step # 23: No). When the vehicle 3 is parked in the parking section C (step # 23: Yes), the parking section specifying unit 20 specifies the parked parking section C (step # 24). In addition, the weather condition acquisition unit 19 sets the weather condition in the parking facility area A to “sunny”, “cloudy”, “rain”, “snow”, “strong wind”, “hot weather”, “extreme cold”, “storm” And “alarm is being issued” is selected and acquired (step # 25). Moreover, the congestion degree acquisition part 21 acquires the information of the congestion degree in the parking facility area | region A (step # 26).

  Thereafter, when the vehicle 3 is started by the driver returning from the facility F, the actual travel distance acquisition unit 16 again measures the actual travel distance (step # 27). The measurement of the actual travel distance is continuously performed until the vehicle travels from the parking facility area A (step # 28: No). When it is determined that the vehicle 3 has left the parking facility area A (step # 28: Yes), the actual travel distance acquisition unit 16 reads the integrated value of the travel distance of the vehicle 3 at that time to thereby determine the actual travel distance. L1 is acquired (step # 29). Next, the ratio calculation unit 18a calculates the actual consumption ratio R based on the information on the actual travel distance L1 acquired in Step # 28 and the information on the reference travel distance L0 acquired in Step # 21 (Step S21). # 30). The actual consumption ratio R is a ratio of the actual travel distance L1 to the reference travel distance L0 (R = L1 / L0), and represents the degree of travel exceeding the shortest travel distance in the parking facility area A. Yes. Therefore, the smaller the actual consumption ratio R, the more fuel-saving driving is performed. Next, the evaluation value calculation unit 18b calculates an evaluation value V based on the actual consumption ratio R (step # 31). In this example, the evaluation value V is calculated as a reciprocal of the actual consumption ratio R (V = 1 / R), and the larger the evaluation value V, the more fuel-saving driving is performed.

  Next, the correction unit 22 determines whether or not the weather condition is “worst weather condition”, that is, “storm” or “alarm is being issued” based on the weather condition acquired in Step # 25 (Step S25). # 32). If it is determined that neither “storm” nor “alarm is being issued” (step # 32: No), then the correction unit 22 identifies the weather condition acquired in step # 25, step # 24. Correction coefficients k1 and k2 for correcting the evaluation value V are acquired based on the parking section C and the congestion level information acquired in step # 26 (step # 33). Here, the correction coefficient k1 is acquired based on the weather condition and the information on the parking section C, and the correction coefficient k2 is acquired based on the congestion degree information. Then, the correction unit 22 corrects the evaluation value V by multiplying the evaluation value V by both the correction coefficients k1 and k2 (V ′ = k1 × k2 × V), and calculates the corrected evaluation value V ′. (Step # 34). On the other hand, when it is determined that “storm” or “alarm is being issued” (step # 32: Yes), the correction unit 22 corrects the evaluation value V so as to become a preset value (step # 32). # 35). This is the end of the evaluation value calculation process.

[Second Embodiment]
A second embodiment of the present invention will be described with reference to the drawings. Also in this embodiment, a case where the vehicle parking evaluation system 100 according to the present invention is configured by an in-vehicle navigation device 1 and a centralized management server 2 provided so as to be communicable with a plurality of navigation devices 1 will be described as an example. To do. In the vehicle parking evaluation system 100 according to the present embodiment, the parking facility area A setting method by the parking facility area setting unit 15 provided in the navigation device 1 as the in-vehicle terminal device is different from that in the first embodiment. Yes. Further, the reference travel distance L0 setting method by the reference travel distance acquisition unit 17 is also different from that of the first embodiment. Below, the vehicle parking evaluation system 100 which concerns on this embodiment is demonstrated centering on difference with said 1st embodiment. Note that points not particularly specified are the same as those in the first embodiment.

  The parking facility area setting unit 15 sets the parking facility area A as a minimum area having a predetermined outer shape that includes all of one or more parking lots P owned by the facility F. In the present embodiment, a circular area is set as an area having a predetermined outer shape. In the present embodiment, the parking facility area A is set in a state where the area reference point set for the parking facility area A matches the facility reference point set for the facility F. The area reference point of the parking facility area A in this example is the center of the circular area. In this example, the facility reference point is set at the reference point of the facility F, that is, at the center in the length direction and the width direction of the area occupied by each facility F. Therefore, in this example, the parking facility area setting unit 15 has the parking facility area A as a minimum circular area including all of one or more parking lots P owned by the facility F, centered on the reference point of the facility F. Set. At that time, based on the map data 33 (facility data 36) stored in the map database 31, the location information of the facility F (location information of the reference point of the facility F) and the location information of the entire area of the parking lot P are referred to. The In other words, the parking facility area setting unit 15 acquires the location information of the reference point of the facility F and the coordinate information of a plurality of points constituting the outer edge of each parking lot P for all the parking lots P owned by the facility F. The parking facility area A is set as a minimum circular area including all of the plurality of points with the reference point as the center.

  FIG. 14 shows an example of a method for setting the parking facility area A by the parking facility area setting unit 15 according to the present embodiment. Here, the setting method of the parking facility area | region A in case the facility F which is paying attention has the three parking lots P is shown. In the illustrated example, these three parking lots P are arranged in a state of being separated from each other across the road. Moreover, each of the three parking lots P has a rectangular shape. In this case, the parking facility area setting unit 15 refers to the facility data 36, the coordinate information of the reference point f of the facility F, and the four corners of each parking lot P (four vertices b1-b4, c1-c4, d1- The coordinate information of d4) is acquired. Then, the parking facility area A is set as a minimum circular area that includes all the twelve vertices b1 to b4, c1 to c4, and d1 to d4 with the reference point f as the center. In this example, since the vertex b1 is farthest from the reference point f, the circular area formed inside the circle passing through the vertex b1 with the reference point f as the center is the parking facility area A. The parking facility area A set in this way is a group of areas including all of the three parking lots P arranged in a separated state. In this case, the parking facility area A includes roads located between the parking lots P.

  In the present embodiment, the reference travel distance acquisition unit 17 acquires the reference travel distance L0 serving as a reference in the parking facility area A as an approximate value calculated according to the size of the parking facility area A. In this example, as an example, a distance (a distance between the reference point f and the vertex b1) corresponding to the radius of the circular area constituting the parking facility area A is set as the reference travel distance L0. The distance between the reference point f and the vertex b1 can be calculated by calculation based on the coordinate information of both the reference point f and the vertex b1. Thus, by setting it as the structure which calculates the reference | standard driving distance L0 according to the magnitude | size of the parking facility area | region A, the data amount which the map database 31 should be equipped with can be reduced. Moreover, the work for collecting and accumulating data of the reference travel distance L0 for each parking facility area A can be eliminated. Furthermore, versatility can be given to the setting of the reference travel distance L0. That is, for example, when the map data 33 is updated, the parking facility area A may change due to the generation or disappearance of the parking lot P of each facility F being reflected. In the configuration of the reference travel distance acquisition unit 17 according to the present embodiment, even in such a case, there is an advantage that the reference travel distance L0 in the parking facility area A after the change can be reliably acquired by calculation. Note that, for example, a configuration in which the distance calculated by multiplying the radius of the circular area constituting the parking facility area A by a predetermined coefficient is set as the reference travel distance L0 is also suitable.

[Other Embodiments]
(1) In the second embodiment, when the parking facility area A is set in a state where the area reference point set for the parking facility area A matches the facility reference point set for the facility F , The case where the facility reference point is set to the reference point of the facility F (the central portion in the length direction and width direction of the area occupied by the facility F) has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, a configuration in which such a facility reference point is set at the center of gravity g of one or more parking lots P owned by the facility F is also a preferred embodiment of the present invention. FIG. 15 shows a method for setting the parking facility area A in this case. In this case, the parking facility area setting unit 15 refers to the facility data 36 and acquires coordinate information of the four corners (four vertices b1 to b4, c1 to c4, and d1 to d4, respectively) of each parking lot P. And while calculating the gravity center g of the area of the several parking lot P based on these coordinate information, centering on the calculated gravity center g, these twelve vertices b1-b4, c1-c4, d1-d4 are total. The parking facility area A is set as a minimum circular area that includes all of the above. In this example, since the vertex c2 is farthest from the center of gravity g, the circular area formed inside the circle passing through the vertex c2 with the center of gravity g as the center is the parking facility area A. The parking facility area A set in this way is a group of areas including all of the three parking lots P arranged in a separated state. Thus, by setting the center of gravity g of one or more parking lots P owned by the facility F as the center, it is possible to appropriately set the parking facility area A with no excess or deficiency as much as possible.

(2) In the first embodiment, in the case where the parking facility area A is set regardless of the predetermined center point, a case where the predetermined outer shape of the parking facility area A is rectangular. Described as an example. In the second embodiment, when the parking facility area A is set in a state where the reference point of the parking facility area A coincides with the predetermined center point, the parking facility area A is determined in advance. The case where the formed outer shape is circular has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, a circular parking facility area A is set regardless of a predetermined center point, or a rectangular parking facility area A has a reference point that coincides with the predetermined center point. It is also a preferred embodiment of the present invention to have a configuration that is set according to the state. In this case, the reference point of the parking facility area A can be, for example, the center of gravity of the rectangular area.

(3) In each of the above embodiments, the case where the parking facility area A is set as a predetermined minimum rectangular area or minimum circular area has been described as an example. However, the embodiment of the present invention is not limited to this. That is, at least one or more parking lots P possessed by the facility F may be included, for example, an area having an outline similar to such a minimum rectangular area or minimum circle area, and the minimum It is also a preferred embodiment of the present invention that the parking facility area A is set as an area larger than the rectangular area or the minimum circular area. In addition, the present invention may be configured such that the parking facility area A is set as a deformed area partitioned by one or more parking lots P owned by the facility F and a road adjacent to each parking lot P. This is one of the preferred embodiments.
Alternatively, in the various parking facility areas A described so far, the parking facility area A may be set as an area including the link ends of the links included in the parking facility area A. This is one of the preferred embodiments. In this way, when the vehicle 3 enters the parking facility area A or leaves the parking facility area A based on the road network data 35 and the own vehicle position specified by the own vehicle position information acquisition unit 12. Can be easily determined.

(4) In the first embodiment, when the parking facility area A is a predetermined minimum rectangular area, the reference travel distance L0 is the minimum travel distance of the vehicle 3 in the parking facility area A. The case where it is set as the structure preset individually for every parking facility area | region A was demonstrated as an example. In the second embodiment, when the parking facility area A is a predetermined minimum circle area, the reference travel distance L0 is set as an approximate value calculated according to the size of the parking facility area A. The case has been described as an example. However, the embodiment of the present invention is not limited to this. That is, when the parking facility area A is a predetermined minimum rectangular area, the reference travel distance L0 may be set as an approximate value calculated according to the size of the parking facility area A. This is one of the preferred embodiments. In this case, for example, a distance corresponding to the length of a rectangular diagonal line that defines the outer shape of the parking facility area A, or a distance calculated by multiplying the distance by a predetermined coefficient can be used as the reference travel distance L0. Similarly, when the parking facility area A is a predetermined minimum circle area, the reference travel distance L0 is individually set in advance for each parking facility area A as the travel distance of the vehicle 3 that is the minimum required in the parking facility area A. A set configuration is also one of the preferred embodiments of the present invention.

(5) In each of the above embodiments, the actual travel distance acquisition unit 16 enters the parking facility area A using the actual travel distance L1 that is a value corresponding to the fuel consumption of the vehicle 3 as the “actual fuel consumption index”. The case where the actual travel distance L1 of the vehicle 3 from when the vehicle is exited to when the vehicle exits has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, fuel consumption detection means for detecting fuel consumption more directly is provided, and fuel consumption detected by the fuel consumption detection means until entering the parking facility area A and leaving It is also a preferred embodiment of the present invention that the actual fuel consumption acquisition means for acquiring the amount as the “actual fuel consumption index” is provided in place of the actual travel distance acquisition unit 16. In this case, reference fuel consumption acquisition means for acquiring a reference fuel consumption that is a reference in the parking facility area A is provided in place of the reference travel distance acquisition unit 17. In this case, the actual fuel consumption acquisition means corresponds to “actual fuel consumption index acquisition means” in the present invention, and the reference fuel consumption acquisition means corresponds to “reference fuel consumption index acquisition means” in the present invention.

(6) In each of the above embodiments, the correction unit 22 corrects the calculated evaluation value V according to the weather condition and the congestion level in the parking facility area A, and the corrected evaluation value V ′ The case where it does is demonstrated as an example. However, the embodiment of the present invention is not limited to this. In other words, if the evaluation value V ′ after correction is finally corrected, for example, the evaluation value calculation is performed after appropriately correcting the actual consumption ratio R calculated by the ratio calculation unit 18a to the corrected actual consumption ratio R ′. A configuration for outputting to the unit 18b is also one of the preferred embodiments of the present invention. Alternatively, a configuration in which the actual travel distance L1 acquired by the actual travel distance acquisition unit 16 is appropriately corrected to the corrected actual travel distance L1 ′ and then output to the ratio calculation unit 18a is also preferable. one of.
In addition, regardless of the weather condition or the degree of congestion in the parking facility area A, the calculated evaluation value V can be used as original data for acquiring the evaluation information 61 as it is without correction. One of the forms.

(7) In each of the above embodiments, the correction unit 22 multiplies the evaluation value V by the correction coefficient k1 (k1 ≧ 1) set to a larger value as the weather condition is worse, so that the weather condition is worse. The case where the evaluation value V is corrected so that the fluctuation range of the evaluation value V becomes large has been described as an example. However, the embodiment of the present invention is not limited to this. That is, any method can be employed as long as the correction unit 22 corrects the evaluation value V so that the fluctuation range of the evaluation value V increases as the weather condition worsens. For example, the correction coefficient k1 becomes “1” when the evaluation value V is a reference evaluation value V0 (for example, 0.5) set to a predetermined value, and increases as the evaluation value V increases. (As the evaluation value V decreases, the value becomes smaller) so that it is set for each weather condition. Then, the correction coefficient k1 for each weather condition is set so that the change rate of the correction coefficient k1 with respect to the evaluation value V increases as the weather condition worsens. In this way, the worse the weather conditions, the higher the evaluation for driving that contributes to fuel-saving driving, and the lower evaluation for driving that contradicts fuel-saving driving, to the driver. Can be notified.

(8) In each of the embodiments described above, when the acquired weather condition is the “worst weather condition”, the correction unit 22 does not set the correction coefficient k1 and The case where the evaluation value V is corrected is described as an example. Moreover, the correction | amendment part 22 demonstrated as an example the case where the said evaluation value V is corrected so that the evaluation value V may be made high, and the fall of the evaluation value V may be suppressed, so that the full vehicle rate becomes high. However, the embodiment of the present invention is not limited to this. That is, for example, when the weather condition is “worst weather condition” or when the full vehicle rate is equal to or higher than a predetermined full vehicle determination threshold value (for example, 90 [%]), the evaluation value acquisition unit 18 acquires the evaluation value V. It is also one of preferred embodiments of the present invention to have a configuration in which the operation is stopped. Further, when the full vehicle rate is equal to or higher than a predetermined full vehicle determination threshold value (for example, 90 [%]), the correction unit 22 is not set and the correction unit 22 is set to a predetermined constant value (for example, 0. 0). It is also a preferred embodiment of the present invention that the evaluation value V is corrected so as to be 5 to 0.8).

(9) In each of the above embodiments, the case where the weather condition acquisition unit 19 acquires the weather condition in the parking facility area A based on the weather, the temperature, the precipitation amount, the wind speed, and the warning is described as an example. . However, the embodiment of the present invention is not limited to this. That is, the weather condition in the parking facility area A may be acquired based on only a part of them, or the weather condition in the parking facility area A may be acquired based on information other than these. This is one of the preferred embodiments of the present invention. Further, for example, a configuration in which the weather condition in the parking facility area A is acquired based on image information image information around the vehicle 3 acquired by an imaging device such as an in-vehicle camera is also a preferred embodiment of the present invention. One.

(10) In each of the above-described embodiments, the parking section specifying unit 20 includes the own vehicle position information acquired by the own vehicle position information acquiring unit 12 and the surroundings of the vehicle 3 acquired by an imaging device such as an in-vehicle camera. The case where the image information is acquired and the parking section C in which the vehicle 3 is parked is specified based on the image information has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, when the vehicle position can be specified with high accuracy, the parking section C may be specified based only on the vehicle position information acquired by the vehicle position information acquisition unit 12. This is one of the preferred embodiments.

(11) In each of the embodiments described above, the vehicle 3 is parked on the basis of the information on the identified parking section C and the information on the presence or absence of a roof for each parking section C included in the facility data 36. As an example, the case where it is also determined whether or not the performed parking section C is a covered parking section is described. However, the embodiment of the present invention is not limited to this. That is, for example, a configuration for determining whether or not the parking section C where the vehicle 3 is parked is a covered parking section based on image information image information around the vehicle 3 acquired by an imaging device such as an in-vehicle camera. This is also a preferred embodiment of the present invention.

(12) In each of the above-described embodiments, the congestion level acquisition unit 21 transmits information on the congestion level of the parking lot P transmitted from the transmission device outside the vehicle 3 such as the central management server 2 or VICS, to the transmission / reception unit 11. As an example, the case of acquiring through the network has been described. However, the embodiment of the present invention is not limited to this. That is, the parking lot P is congested based on, for example, image information around the vehicle 3 acquired by an imaging device such as an in-vehicle camera (including information displayed on a guide board that displays an empty vehicle status in each parking lot P). It is one of the preferred embodiments of the present invention that the information regarding the degree is acquired. In this case, it is preferable that the congestion degree acquired for the parking lot P represents the congestion degree in the parking facility area A as it is.

(13) In each of the embodiments described above, as an example, the evaluation value acquisition unit 18 acquires the evaluation value V indicating the evaluation related to the fuel-saving driving based on the ratio of the actual travel distance L1 to the reference travel distance L0. explained. However, the embodiment of the present invention is not limited to this. For example, as in the case of the example shown in FIG. 5, the entrance I of the parking lot P (here, coincides with the parking facility area A) and the entrance of the building of the facility F are arranged far apart. In other words, parking the vehicle 3 in the parking section C that is far from the entrance of the building of the facility F (the distance to the entrance of the building of the facility F is long) increases the walking distance in the parking facility area A. This shortens the actual travel distance of the vehicle 3 (reduces fuel consumption). Therefore, it should be determined that such selection of the parking section C is appropriate for fuel-saving driving. Therefore, in such a case, the evaluation value acquisition unit 18 acquires an evaluation value indicating evaluation regarding fuel-saving driving based on the separation distance between the parking section C where the vehicle 3 is parked and the entrance of the facility F. It is also possible to adopt a configuration. In this case, it is preferable that the evaluation value is set as a value such that the longer the separation distance, the higher the evaluation regarding fuel-saving driving.

(14) The assignment of the functional units included in each of the navigation device 1 and the central management server 2 described in the above embodiment is merely an example. Therefore, each functional unit is provided in either the navigation device 1 or the centralized management server 2 except for functional units that need to be provided on the navigation device 1 side, such as the vehicle position information acquisition unit 12. Also good. Therefore, for example, it is also a preferred embodiment of the present invention that all the configurations of the vehicle parking evaluation system 100 are provided in the navigation device 1 as the in-vehicle terminal device. In this case, the vehicle parking evaluation system 100 is included in the navigation device 1. In addition, for example, it is also a preferred embodiment of the present invention that all the main components of the vehicle parking evaluation system 100 are provided in the central management server 2 as the central management device. Here, the main configuration of the vehicle parking evaluation system 100 includes a parking facility area setting unit 15 as a parking facility area setting unit, an actual travel distance acquisition unit 16 as an actual fuel consumption index acquisition unit, and a reference fuel consumption index acquisition unit. As a reference travel distance acquisition unit 17 and an evaluation value acquisition unit 18 as evaluation value acquisition means.

(15) In the above embodiment, the case where the in-vehicle terminal device configuring the vehicle parking evaluation system 100 according to the present invention is the navigation device 1 has been described as an example. However, the embodiment of the present invention is not limited to this. That is, for example, configuring the in-vehicle terminal device constituting the vehicle parking evaluation system 100 according to the present invention as a control device for the vehicle 3 unrelated to the navigation device 1 is also one preferred embodiment of the present invention. .

  INDUSTRIAL APPLICABILITY The present invention can be suitably used for a vehicle parking evaluation system and a vehicle parking evaluation program for evaluating whether a driving operation in a parking lot is appropriate from the viewpoint of fuel saving.

100 Vehicle Parking Evaluation System 1 Navigation Device (In-Vehicle Terminal Device)
2 Centralized management server (centralized management device)
3 Vehicle 15 Parking Facility Area Setting Unit (Parking Facility Area Setting Means)
16 Actual mileage acquisition unit (actual fuel consumption acquisition means)
17 Reference mileage acquisition unit (reference fuel consumption acquisition means)
18 Evaluation value acquisition unit (Evaluation value acquisition means)
19 Weather condition acquisition unit (meteorological condition acquisition means)
20 parking section specifying part (parking section specifying means)
21 Congestion degree acquisition unit (congestion degree acquisition means)
32 Correction unit (correction means)
23 Evaluation Information Acquisition Unit (Evaluation Information Acquisition Unit)
33 Map data C Parking lot P Parking lot A Parking facility area F Facility

Claims (12)

Parking facility area setting for setting a parking facility area, which is a group of areas including all the parking areas in the facility, for a facility having a plurality of parking areas for parking a vehicle based on map data Means,
An actual fuel consumption index acquisition means for acquiring an actual fuel consumption index, which is an index related to the fuel consumption of the vehicle from entering the parking facility area until leaving, based on the actual traveling of the vehicle;
A reference fuel consumption index acquisition means for acquiring a reference fuel consumption index that is an index related to a reference fuel consumption in the parking facility area;
Evaluation value acquisition means for acquiring an evaluation value indicating evaluation relating to fuel-saving driving based on a ratio of the actual fuel consumption index to the reference fuel consumption index;
Vehicle parking evaluation system with The map data includes position information of a parking lot formed by a plurality of the parking sections.
Based on the location information of the parking lot, the parking facility area is a minimum area having a predetermined outer shape that includes all of one or more of the parking lots held by the facility. The vehicle parking evaluation system according to claim 1, which is set. The map data further includes location information of the facility,
Based on the location information of the facility and the parking lot, the facility reference point is set at the reference point of the facility, or the center of gravity of one or more of the parking lots held by the facility,
The vehicle parking evaluation system according to claim 2, wherein the parking facility area is set in a state where an area reference point set in the parking facility area coincides with the facility reference point.   The reference fuel consumption index is preset individually for each parking facility area, or set as an approximate value calculated according to the size of the parking facility area. The vehicle parking evaluation system according to one item. The actual fuel consumption index is an actual travel distance or actual fuel consumption of the vehicle from entering the parking facility area until leaving.
The vehicle parking evaluation according to any one of claims 1 to 4, wherein the reference fuel consumption index is set as a reference travel distance or a reference fuel consumption amount corresponding to the actual travel distance or the actual fuel consumption amount, respectively. system. Weather condition acquisition means for acquiring a weather condition in the parking facility area based on at least one selected from weather, temperature, precipitation, wind speed, and warning
According to the weather condition, correction means for correcting the evaluation value so that the fluctuation range of the evaluation value becomes larger as the weather condition is worse,
The vehicle parking evaluation system according to any one of claims 1 to 5, further comprising: A parking area specifying means for specifying the parking area where the vehicle is parked,
The map data includes information indicating the presence or absence of a roof for each parking section,
The said correction | amendment means correct | amends the said evaluation value so that the said evaluation may be made high, when the said weather condition is a predetermined intense heat state and the said parking area where the vehicle was parked has a roof. Vehicle parking evaluation system described in 1.   The vehicle parking evaluation system according to claim 6 or 7, wherein the correction means corrects the evaluation value so as to suppress a decrease in the evaluation when the weather condition is a predetermined worst weather condition. A congestion degree acquisition means for acquiring a congestion degree in the parking facility area;
Correction means for correcting the evaluation value so as to increase the degree of suppressing the decrease in the evaluation as the degree of congestion increases;
The vehicle parking evaluation system according to any one of claims 1 to 8, further comprising: Further comprising evaluation information acquisition means for acquiring evaluation information based on the evaluation value;
The evaluation information acquisition means is a point that is given according to the evaluation value, an advice sentence with content according to the evaluation value, and a graph display that visually represents the evaluation value acquired last time in the parking facility area, The vehicle parking evaluation system according to any one of claims 1 to 9, wherein at least one piece of information is acquired as the evaluation information. A vehicle-mounted terminal device mounted on a vehicle, and a centralized management device provided to be able to communicate with the plurality of vehicle-mounted terminal devices,
The vehicle-mounted terminal device transmits information on the evaluation value in the parking facility area to the centralized management device when a vehicle equipped with the vehicle-mounted terminal device leaves the parking facility area,
The said centralized management apparatus produces | generates the evaluation information about the said vehicle-mounted terminal device based on the information regarding the said evaluation value received from the said vehicle-mounted terminal device, The vehicle parking evaluation system as described in any one of Claim 1 to 10 . Parking facility area setting for setting a parking facility area, which is a group of areas including all the parking areas in the facility, for a facility having a plurality of parking areas for parking a vehicle based on map data Steps,
An actual fuel consumption index acquisition step for acquiring an actual fuel consumption index, which is an index related to the fuel consumption of the vehicle from entering the parking facility area until leaving, based on actual driving of the vehicle;
A reference fuel consumption index acquisition step of acquiring a reference fuel consumption index that is an index related to a reference fuel consumption in the parking facility area;
An evaluation value acquisition step for acquiring an evaluation value indicating an evaluation regarding fuel-saving driving based on a ratio of the actual fuel consumption index to the reference fuel consumption index;
An evaluation information acquisition step of acquiring evaluation information based on the evaluation value;
A vehicle parking evaluation program that causes a computer to execute.

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