JP2012113613A - Driving operation evaluation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving operation evaluation device capable of appropriately evaluating a driving operation.SOLUTION: A driving operation evaluation device 1 includes a driving operation evaluation unit 14 for evaluating a driving operation of a driver of a vehicle. The driving operation evaluation unit 14 evaluates a first driving operation of the driver based on the state of the first driving operation and a state of a second driving operation following in time.

Description

  The present invention relates to a driving operation evaluation apparatus that evaluates a driving operation of a vehicle.

  Conventionally, a technique for evaluating a driving operation of a vehicle for a fuel-efficient driving is known. For example, in Patent Document 1, the braking force of the brake and the maximum regenerative braking force of the motor and / or the battery are calculated. If the braking force of the brake exceeds the maximum regenerative braking force, the evaluation value of the brake operation is calculated. An evaluation apparatus is disclosed that informs information by calculating a low value.

JP 2010-149699 A

  However, in the above-described apparatus, since the driving operation is evaluated instantaneously, even if the evaluation result is low at that time, it may actually be evaluated as an appropriate operation depending on the subsequent driving. , Had a point to be improved.

  Therefore, the present invention has been made to solve the above-described problems, and an object thereof is to provide an apparatus that can appropriately evaluate a driving operation.

  In order to solve the above problems, a driving operation evaluation device of the present invention includes driving operation evaluation means for evaluating a driving operation of a driver of a vehicle, and the driving operation evaluation means performs a first driving operation of the driver, It has the structure evaluated based on the state of 1 driving operation, and the state of the 2nd driving operation performed after that.

  In the driving operation evaluation apparatus, when evaluating the first driving operation of the driver, the evaluation is performed based not only on the state of the first driving operation but also on the state of the second driving operation performed thereafter. Do. As a result, an operation that is evaluated as being inappropriate only by the state of the first driving operation is evaluated based on the subsequent state of the second driving operation, thereby performing a comprehensive appropriate evaluation. It becomes possible.

  In the driving operation evaluation apparatus of the present invention, it is preferable that the first driving operation is a brake operation and the second driving operation is an accelerator operation. Not only by the brake operation that is the first driving operation, but also by the evaluation based on the state of the accelerator operation that is the second driving operation that is performed thereafter, it is not appropriate if only the brake operation is viewed. It is possible to more appropriately evaluate the brake operation that is the first driving operation by performing the evaluation that is evaluated based on the state of the accelerator operation that is performed thereafter.

  In the driving operation evaluation apparatus of the present invention, it is preferable that the first driving operation is an accelerator operation and the second driving operation is a brake operation. Not only by the accelerator operation that is the first driving operation, but also by evaluating based on the state of the brake operation that is the second driving operation that is performed after that, it is not appropriate if only the accelerator operation is viewed. It is possible to more appropriately evaluate the accelerator operation as the first driving operation by evaluating the operation evaluated as follows based on the state of the brake operation performed thereafter.

  Further, the driving operation evaluation device of the present invention includes driving operation evaluation means for evaluating the driving operation of the driver of the vehicle, and the driving operation evaluation means is based on the area of fuel efficiency where the accelerator operation is performed. It has the structure which evaluates. By evaluating the accelerator operation based on whether or not the operation is performed in a region with high fuel efficiency, it is possible to appropriately evaluate the accelerator operation.

  ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to provide the apparatus which can evaluate driving | operation operation appropriately.

1 is a schematic configuration diagram of a driving operation evaluation device according to an embodiment of the present invention. It is explanatory drawing which shows an example of the procedure of driving | operation evaluation and driving assistance in this driving | operation evaluation apparatus. It is a flowchart which shows the procedure of the determination of a driving | running level. It is explanatory drawing which shows a present position, speed, and an accelerator off timing. It is explanatory drawing which shows the change of an accelerator characteristic before (a) accelerator off timing and after (b) accelerator off timing. It is explanatory drawing which shows the display of a driver | operator's accelerator pedal effort and break pedal effort. It is explanatory drawing which shows the change of a regeneration limit and a break characteristic. (A) It is explanatory drawing which shows the change of an accelerator characteristic in the relationship between an acceleration and efficiency, and (b) high efficiency area | region. It is explanatory drawing which shows the display of the fluctuation | variation of the efficiency by an accelerator opening. It is a flowchart which shows the classification | category procedure of an operation area.

  Embodiments of the present invention will be described below. In the description of the drawings, the same reference numerals are used for the same elements, and duplicate descriptions are omitted.

  FIG. 1 is a schematic configuration diagram showing a configuration of a driving operation evaluation apparatus 1 according to an embodiment of the present invention. The driving operation evaluation device 1 has a function of evaluating the driving operation of the driver and also has a function of performing driving support. The driving support reflects the evaluation result of the driving operation. The driving operation evaluation apparatus 1 includes a brake sensor 3, an accelerator sensor 4, a steering sensor 5, a shift sensor 6, a vehicle speed sensor 7, a navigation system 8, an ECU (Electronic Control Unit) 10, and a driving support unit 20.

  The brake sensor 3 is a sensor that determines the amount of operation of the brake pedal by the driver. The brake sensor 3 transmits the detected brake operation amount to the ECU 10 as a brake signal.

  The accelerator sensor 4 is a sensor that determines the amount of operation of the accelerator pedal by the driver. The accelerator sensor 4 transmits the detected accelerator operation amount to the ECU 10 as an accelerator signal.

  The steering sensor 5 detects the steering angle of the steering, and transmits the detected steering angle information to the ECU 10 as a steering signal.

  The shift sensor 6 detects the position of the shift lever and transmits the detected position information of the shift lever to the ECU 10 as a shift signal.

  The vehicle speed sensor 7 detects the vehicle speed of the vehicle. For example, the vehicle speed sensor 7 is provided on each of four wheels of the vehicle, and transmits the vehicle speed detected from the rotation speed of the wheels to the ECU 10 as a vehicle speed signal.

  The navigation system 8 is a system that performs detection of the current position of the own vehicle (own vehicle position) and traveling direction, route guidance to the destination, and the like. The navigation system 8 includes a map database and stores map information, intersection information, and the like. When the nearest temporary stop position in front of the traveling direction of the vehicle is detected, the distance between the own vehicle and the temporary stop position is obtained. It transmits to ECU10 as a signal.

  The ECU 10 includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output port, and the like. The CPU reads and writes data from and to the RAM according to a control program stored in the ROM. The brake sensor 3, the accelerator sensor 4, the steering sensor 5, the shift sensor 6, the vehicle speed sensor 7, the navigation system 8, and the driving support unit 20 are electrically connected to the driving level determination unit 11, advice. A providing unit 12, a loss calculating unit 13, and a driving operation evaluating unit 14 are provided.

  The driving level determination unit 11 has a function of determining the driving level of the vehicle driver. For example, in the case of the first driving, the driving level of the driver is determined by the driver manually inputting the driving level. In the case of the second and subsequent runs, the driving level can be determined by comparing the ideal values of acceleration loss and deceleration loss in the ideal driving pattern for low fuel consumption driving with the measured values from the driving results. Good. Furthermore, the driving level can be corrected based on the values of acceleration loss and deceleration loss during the previous operation and the degree of improvement from the evaluation result of the driving operation.

  The advice providing unit 12 has a function of providing advice for low fuel consumption traveling to the vehicle driver. Here, the advice is the main means of teaching or controlling the driver, and the advice providing unit 12 selects advice that reduces either one based on the magnitude of the driver's acceleration loss and deceleration loss. It is preferable. In this way, by notifying the driver only of advice to reduce either one based on the magnitude of acceleration loss and deceleration loss, it becomes easier for the driver to execute the advice, and driving with good fuel efficiency can be performed. It becomes.

  The advice providing unit 12 preferably provides advice for reducing the deceleration loss when the magnitude of the deceleration loss is a predetermined value or more. Since reduction of deceleration loss is generally considered easier to handle than reduction of acceleration loss, even if acceleration loss is larger, if the magnitude of the deceleration loss is greater than or equal to a predetermined value, the deceleration loss is reduced. Give priority to advice to mitigate. As a result, the driver can accurately reduce the deceleration loss and can perform driving with good fuel efficiency.

  The advice providing unit 12 refers to the driving level of the driver determined by the driving level determining unit 11 in providing advice such as notifying the driver of the fuel consumption reduction action, and when the driving level is equal to or higher than a predetermined value. It is preferable to provide advice for reducing both acceleration loss and deceleration loss. In the case of a driver whose driving level is a predetermined value or more, both acceleration loss and deceleration loss can be understood. By providing the above advice, the driver reduces both acceleration loss and deceleration loss. This makes it possible to perform driving with higher fuel efficiency.

  Further, when providing advice such as informing the driver of the fuel consumption reduction act, the advice providing unit 12 according to the driving level of the driver determined by the driving level determining unit 11 according to the driving content of the driver. It is preferable to select and support from a plurality of driving assistances. By determining the driving level according to the driving content and selecting and supporting from a plurality of driving support according to the level, it is possible to perform appropriate driving support according to the driving content. As a result, the driver can perform driving with better fuel efficiency.

  The loss calculation unit 13 has a function of calculating the magnitude of acceleration loss and deceleration loss, which is an act of reducing the fuel consumption of the driver. Acceleration loss refers to acceleration energy loss that takes into account thermal efficiency during acceleration, motor and battery efficiency, and deceleration loss refers to loss of motor / battery when recovered by regeneration and energy that cannot be recovered by hydraulic brake. Is calculated as follows. The loss calculation unit 13 calculates the magnitude of acceleration loss and deceleration loss of the driver who has received driving assistance, and transmits the calculated loss value to the driving operation evaluation unit 14. Further, it may be transmitted to the advice providing unit 12, and it is also preferable to transmit the degree of improvement to the driving level determination unit 11 since it is reflected in the review of the driving level.

  The driving operation evaluation unit 14 has a function of evaluating the driving operation of the driver. Here, the driving operation refers to an operation related to driving of the vehicle such as a brake operation, an accelerator operation, a steering operation, and a shift operation. When evaluating the driver's first driving operation, the driving operation evaluation unit 14 performs evaluation based not only on the state of the first driving operation but also on the state of the second driving operation performed thereafter. . For example, when the driver greatly turns the steering wheel while the vehicle is traveling at a high speed, instead of immediately evaluating a low fuel consumption act, the condition of the subsequent brake operation is also evaluated, and the brake is depressed greatly. When it is, it can be regarded as a risk avoidance act such as avoiding an obstacle such as a parked vehicle in the traveling lane, and it can be prevented from being a low evaluation. In this way, an operation that is evaluated as being inappropriate only by the state of the first driving operation is evaluated based on the state of the subsequent second driving operation, and thus an overall appropriate evaluation is performed. It becomes possible to do.

  Here, it is preferable that the first driving operation is a brake operation and the second driving operation is an accelerator operation. The state of the accelerator operation, which is the second driving operation performed after that, is not evaluated only based on the state of the brake operation, which is the first driving operation (braking force, number of times of brake operation, degree of opening / closing of the brake pedal, etc.) (Evaluation based on the accelerator pedal force, the number of accelerator operations, the degree of opening / closing of the accelerator pedal, etc.) It is possible to more appropriately evaluate the brake operation that is the first driving operation by performing the evaluation based on the above.

  Moreover, it is also preferable that the first driving operation is an accelerator operation and the second driving operation is a brake operation. The state of the brake operation, which is the second driving operation performed after that, is not evaluated only based on the state of the accelerator operation that is the first driving operation (accelerator pedaling force, the number of times the accelerator is operated, the degree of opening / closing of the accelerator pedal, etc.) (Evaluation based on brake pedal force, number of brake operations, degree of brake pedal opening / closing, etc.) makes it possible for an operation that is evaluated as inappropriate only by the accelerator operation to be in the state of the brake operation that is performed thereafter. It is possible to more appropriately evaluate the accelerator operation as the first driving operation by performing the evaluation based on the above.

  Furthermore, it is also preferable to evaluate the accelerator operation based on the area of fuel efficiency. If the accelerator operation is performed in a region with high fuel efficiency, the fuel efficiency can be improved by high-efficiency acceleration. Therefore, the accelerator operation is performed by evaluating whether the operation is performed in the region with high fuel efficiency. It becomes possible to evaluate more appropriately.

  The driving support unit 20 provides driving support to the driver of the vehicle based on the output from the ECU 10. The driving support is to execute the advice output from the advice providing unit 12, and as a teaching to the driver, for example, the timing at which the accelerator is to be turned off is emitted as a sound and displayed on the in-car screen. Moreover, it teaches as a pedal reaction force. In addition, by using a by-wire actuator (accelerator-by-wire, brake-by-wire) or the like, the accelerator characteristics and the brake characteristics are changed by control to assist.

  FIG. 2 is an explanatory diagram illustrating an example of a procedure for driving operation evaluation and driving support in the present driving operation evaluation device. As shown in FIG. 2, in the present driving operation evaluation device, the driver's driving level is determined as the first procedure, the fuel consumption driving support according to the driving level is used as the second procedure, the loss energy is analyzed as the third procedure, The driving operation is evaluated as 4 procedures.

(Determination of driver's driving level)
First, the driver's driving level is determined in order to provide information on fuel consumption driving and to provide driving assistance. The driving level of the driver is first determined as a rough basic level. Next, by observing the degree of growth due to the improvement of the driving skill of the driver, it is possible to perform fine level division within the basic level, and to determine the drive level by finer division. The basic level of the driver is classified as shown in Table 1, for example.

  As for the basic level of the driver, when the driving level related to the fuel consumption driving of the driver such as the first time is not known, or when the driver wants to freely select a level at which he / she wants to receive support, the driving level is manually input. In addition, when the driving level is not directly input, for example, by asking the driver about knowledge about fuel consumption driving, etc., or by conducting a questionnaire about how much fuel driving is performed in normal driving Determine the basic level.

  The basic level of the driver may be determined by comparison with an ideal value. For example, when the ideal travel calculated as the best fuel economy in a certain travel route is given by the speed pattern generation, or when the ideal value in this route is accumulated in the database etc., The driver's driving level is determined by comparing the ideal values of acceleration loss / deceleration loss with the driving results of the driver (actual values of acceleration loss / deceleration loss). Further, the driving level is determined based on the evaluation result of the driving operation (e.g., the evaluation of the accelerator operation is high, the evaluation of the brake operation is low).

  FIG. 3 is a flowchart illustrating an example of a procedure for determining the driving level. In S1, when the measured value of the deceleration loss is larger than the ideal value A of the deceleration loss, the operation level is determined to be 1 because the deceleration loss needs to be improved (S2). If the measured value of acceleration loss is larger than the ideal value B of acceleration loss in S3, the driving level is determined to be 2 because the acceleration loss needs to be improved (S4). Further, when the actual measured values of deceleration loss and acceleration loss are smaller than ideal values, the driving level is already high, and fuel consumption driving for advanced users such as prefetching is further required, so the driving level is determined to be 3. (S5).

  The above-described actual values of deceleration loss and acceleration loss and ideal values may be compared based on a difference in absolute amount or in proportion. Further, when there is no ideal value to be compared, the basic level can be determined by setting average values of deceleration loss and acceleration loss from the characteristics of the vehicle and travel distance. For example, the basic unit of acceleration loss is set to a (J / km), the basic unit of deceleration loss is set to b (J / km), and rough values are set, and the distance L (km) traveled by the driver is used. Calculate as a value.

  Further, the basic level may be determined from the absolute amount of loss of the driving result of the driver without comparing the actual values of deceleration loss and acceleration loss with ideal values. For example, the determination is made by setting A in FIG. 3 as an actual measurement value of acceleration loss and B as a half value of deceleration loss.

  The basic level of the driver is classified in more detail as shown in Table 2 in order to provide detailed driving support.

As shown in Table 2, the driving level is, for example, in the second and subsequent runs, using the degree of improvement from the previous deceleration loss and acceleration loss, whether it is still the previous level, or moves to the next level It is determined whether it is okay, or whether the previous level was wrong and was the previous level. Here, the evaluation of the improvement level is performed by using an evaluation map for determining the improvement degree of acceleration loss / deceleration loss for each level as shown in Tables 3 to 5, for example. The driving level is corrected as follows for the middle or first level among the levels). In this case, the upper and lower limits may be set in the basic level so that it does not rise or fall below that, or may be corrected to the next basic level or the lower level. In addition, based on the evaluation result of the driving operation, for example, the driving level is increased when the evaluation of the accelerator operation or the braking operation is high, and the driving level is decreased when the evaluation of the steering operation or the shift operation is low. Correct it.
If the evaluation is ○: Increase the detail level by one.
When the evaluation is Δ: The level of detail is maintained.
When the evaluation is x: Decrease the detail level by one.

[Example of map applied to level 1]

[Example of map applied to level 2]

[Example of map applied to level 3]

(Fuel efficient driving support according to driving level)
Driving assistance for fuel consumption driving is performed according to the driving level of the driver determined as described above. As shown in Table 2, the driving support is set according to the driving level, and if it cannot be expected according to the driving level, the human machine interface such as display, sound, vibration, etc. Support by teaching as (HMI). By teaching in this way, there is a merit that driving support for fuel consumption traveling can be performed at low cost. However, it is necessary to ask the driver to make efforts to perform the corresponding driving. For this reason, it is possible to assist the fuel consumption travel more easily by performing control such as changing the characteristics of the accelerator or the brake. Therefore, it is preferable to adapt the support form according to the vehicle concept, the driver's motivation, whether the driving level is known, or the like.

  Below, the assistance according to a driving level is demonstrated. First, for level 1 drivers, reducing deceleration loss is a top priority. In order to reduce deceleration loss (without reducing kinetic energy discarded by deceleration), it is necessary to minimize the previous acceleration as much as possible.

  For level 1-1 drivers, assistance for accelerator off (including relaxation of accelerator opening) is provided to minimize acceleration, improving fuel efficiency and giving top priority to fuel efficiency. Let the driver learn.

  For example, as an example of level 1-1, as shown in FIG. 4, when the vehicle has reached a predetermined position on the travel course (pause by a signal or the like, 200 m before an intersection, 100 m before a tight curve, etc.) To inform the accelerator off timing. The accelerator has a position to be turned off and a reference speed in advance, and compares the current position with the speed to notify the accelerator off timing. The travel distance may be calculated from the deceleration that can be decelerated by the accelerator off and the target speed at the corner, and the distance to the target may be compared to calculate the accelerator off timing.

  Further, as an example of the level 1-1 support control, it is possible to change the characteristics of the accelerator in accordance with the accelerator off timing. For example, the acceleration increases according to the accelerator pedaling force before the accelerator off timing as shown in FIG. 5 (a), but after the accelerator off timing as shown in FIG. 5 (b), the acceleration relative to the accelerator opening is changed. The acceleration is minimized by controlling the acceleration with respect to the accelerator pedal force to be small.

  For level 1-2 drivers, assistance will be provided to enable smooth deceleration. Even if the accelerator is off at level 1-1, when the timing is shifted or when deceleration is required due to downhill slopes, etc., if the brake is not smoothly pressed, it will be smooth toward the stop position and curve Therefore, there is a problem that the vehicle cannot be decelerated, the vehicle decelerates to a point where it can be suppressed by the regenerative brake up to the hydraulic brake, and further acceleration is required.

  For example, as an example of level 1-2, as shown in FIG. 6, the brake pedal force is displayed as an arrow (b), and the range within the regeneration is to what extent, and where the brake is depressed, the hydraulic brake is reduced below the regeneration range. Shows if it works. By displaying the brake depression force in this way, it is possible to learn the brake operation within the regeneration range. In addition to instantaneous display, the brake pedal force may be displayed in a time series such as a graph. Also, by displaying the value of the driver's deceleration loss, it is possible to make the driver understand how much is lost due to the act of stepping on the brake (how much kinetic energy is discarded due to deceleration).

Moreover, when the accelerator is turned off at the current vehicle speed, smooth deceleration can be supported by calculating and displaying the approximate number of meters that can be traveled (how far the vehicle can travel on the map). When the vehicle performs a constant acceleration motion with a constant deceleration of deceleration, a rough travelable distance is calculated by the following equation (1).
Travel distance = 0.5 x (current vehicle speed) ² / deceleration (1)

  As an example of level 1-2 support control, the deceleration with respect to the brake pedal force is changed. For example, as shown in FIG. 7, the brake characteristics are changed near the regeneration limit. By changing the brake characteristic in this way, the regenerative range is suppressed as much as possible, and unnecessary deceleration that applies the hydraulic brake is suppressed.

  For level 1-3 drivers, assistance will be provided for smooth acceleration. Since the driver of level 1-3 can reduce the deceleration loss, it is necessary to reduce the acceleration loss as the next stage.

  For example, as an example of level 1-3, as shown in FIG. 6, the accelerator pedal force is displayed as an arrow (a), the extent to which eco-driving is shown, and the extent to which the accelerator is stepped on is high output instead of eco-driving It is possible to learn the accelerator operation in the eco-driving by indicating which area is to be. In addition to instantaneous display, the accelerator pedal force may be displayed in a time series such as a graph. Further, by displaying the value of the driver's acceleration loss, it is possible to make the driver understand how much loss is caused by the act of stepping on the accelerator. Moreover, you may display so that it may understand whether the present acceleration is based on a battery (EV) or acceleration using an engine.

  As an example of level 1-3 support control, the acceleration relative to the accelerator pedal force may be changed. For example, as shown in FIG. 8A, the optimum efficiency is derived from the relationship between acceleration and efficiency so that the acceleration is as efficient as possible. As shown in FIG. It is preferable to change. In a vehicle with a characteristic whose efficiency is uniquely determined according to acceleration, it is only necessary to change the accelerator characteristic in the vicinity of high-efficiency acceleration, and when efficiency is not constant according to acceleration, high efficiency can be achieved by changing the shift. What is necessary is just to change a characteristic so that it may become acceleration.

  Next, for the level 2 driver, it is considered that the deceleration loss can be reduced as much as possible, and smooth acceleration can be achieved. Therefore, assistance for reducing the acceleration loss is provided.

  For level 2-1 drivers, assistance is provided on how to step on the accelerator to achieve highly efficient acceleration.

  For example, as a teaching example of level 2-1, the current acceleration efficiency, acceleration loss value, and the like are displayed. Specifically, the thermal efficiency of the engine may be displayed in a graph, and as shown in FIG. 9, the correspondence relationship between the accelerator opening of the driver and the optimum efficiency is displayed, and how much the accelerator is depressed is good. You may show a rough standard.

  In addition, as an example of level 2-1 support control, it is preferable to change the accelerator characteristics in the vicinity of high-efficiency acceleration so that acceleration is as efficient as possible as in level 1-3.

  For the driver of level 2-2, support is provided for performing appropriate accelerator-off while performing highly efficient acceleration (minimizing deceleration loss while reducing acceleration loss). Even if high-efficiency acceleration can be performed, if the acceleration itself is wasted, there is a risk that the fuel efficiency will deteriorate.

  For example, as a teaching example of level 2-2, teaching example of level 2-1 (display of acceleration efficiency, acceleration loss value, etc.) and teaching for reducing deceleration loss of level 1-1 or level 1-2 ( Display accelerator off timing and brake pedal force).

  In addition, the level 2-2 support control example also includes level 2-1 support (change in accelerator characteristics near high-efficiency acceleration) and support for reducing the deceleration loss of level 1-1 and level 1-2 ( Changes in accelerator characteristics in accordance with the accelerator off timing, changes in brake characteristics near the regeneration limit, etc.) are also performed.

  For level 2-3 drivers, efficient acceleration and deceleration can be performed up to level 2-2. However, in order to further improve fuel economy, look ahead for driving course information. However, it is necessary to support the vehicle so that it can drive with the image of how much it accelerates and where it decelerates. As a result, efficient acceleration, the minimum necessary acceleration, and the minimum deceleration loss can be achieved, and fuel efficiency is improved. Here, the driver himself / herself prefetches and provides support for performing a sharp driving.

  For example, as a teaching example of level 2-3, traveling course information (information such as temporary stop, intersection, curve, etc.) is presented. Also, the driver can select the teaching content up to level 2-2 as appropriate.

  In addition, the support control example of level 2-3 also provides support so that the driver can appropriately select the support up to level 2-2 and can concentrate on prefetching while performing fuel consumption driving.

  Next, for level 3 drivers, high-efficiency acceleration can be achieved and deceleration loss can be reduced as much as possible. Therefore, distinctive driving and acceleration / deceleration using more detailed powertrain characteristics, Advanced driving, such as driving using pre-read information and driving for dynamic factors, will improve fuel efficiency. In addition, by repeating the techniques up to Level 2, the driver himself / herself learns the skills and provides support so that fuel consumption can be continuously performed.

  For level 3-1 drivers, first, a static environment is prefetched to support driving with sharpness.

  For example, as an example of level 3-1, a section to be accelerated and a section to be decelerated are presented for course information. A sound may be generated at the timing of switching between driving sections.

  In addition, as an example of level 3-1 support control, level 1-2 or level 2-2 support (acceleration characteristics in the vicinity of high-efficiency acceleration, accelerator characteristics in accordance with accelerator off timing) for each acceleration section and deceleration section Change, brake characteristic change near the regeneration limit, etc.) may be switched. In the case of a system that can generate a fuel efficient target speed pattern, the section can be divided into an acceleration section when the acceleration is positive, and a deceleration (free run) section when the acceleration is negative, even if there is no target speed pattern In the accelerator off timing such as level 1-1 calculated from the corner R and the temporary stop, driving with high efficiency just by presenting it as a highly efficient acceleration section before the accelerator off and a deceleration section after the accelerator off Becomes easier to imagine. This support differs from Level 1-1 in that the driver consciously uses acceleration and deceleration.

  For level 3-2 drivers, rough acceleration and deceleration sections can be divided and sharp driving can be performed. Therefore, assistance in consideration of fine powertrain characteristics is provided to improve fuel efficiency.

  For example, as an example of level 3-2, the acceleration section is divided into acceleration by the battery (EV) and acceleration by the engine, and the deceleration section is divided into deceleration by free run, deceleration by regenerative braking, and deceleration by hydraulic brake.

  Examples of level 3-2 support control include battery (EV) acceleration suppression support in the battery (EV) section, thermal efficient acceleration support in the engine acceleration section, and regenerative support in the regeneration section (level 1). -2), free run support in the free run section (realization of free run instead of engine brake by accelerator off).

FIG. 10 is a flowchart showing a procedure for classifying operation sections (acceleration sections / deceleration sections). In FIG. 10, L1 to L4 are as follows.
L1: Distance that can be traveled to the minimum speed at the target corner or zero speed at the temporary stop with the accelerator off (for example, free run or engine brake) calculated at level 1-2.
L2: Distance to a corner or pause.
L3: A threshold value for separating the engine and the battery (EV).
L4: A threshold value for separating the regenerative brake and the hydraulic brake.

  For classification of the driving section, first, prefetch information is acquired in S11. Next, when L1 <L2 + L3 in S12, since it is considered that firm acceleration is necessary, the engine is classified into an acceleration section (S13). Further, when L1 <L2 is satisfied in S14, it is considered that a slight acceleration is necessary, so the battery is classified into the acceleration section by the battery (EV) (S15). Further, when L1≈L2 in S16, it is considered that the vehicle can be coasted without having to accelerate, so it is classified as a deceleration section by free run (S17). Further, when L1> L2 and L2> L4 in S18, it is considered that deceleration due to regeneration is necessary on a downhill or the like, and therefore, it is classified as a deceleration zone due to regenerative braking (S19). Further, as in S20, when the speed is too high and deceleration is absolutely necessary, it is classified into a deceleration zone including a hydraulic brake.

  For level 3-3 drivers, it is possible to travel ideally in a static environment with fuel efficiency, so dynamic environments, vehicle conditions, and ride comfort other than fuel efficiency (lateral G, jerk (deceleration The amount of time change) is also taken into account, etc., and more advanced fuel efficiency driving is performed to improve fuel efficiency.

  For example, as a teaching example of level 3-3, the driver only has to select the teaching content up to level 3-2 as appropriate. In addition to that, the battery status for SOC management is displayed, and the battery (EV) is depleted or reversed. Teach them by warning them that they will overflow. Moreover, the result of having detected the surrounding vehicle by a millimeter wave as a dynamic environment is shown, or the result of estimating the motion is taught. Moreover, you may display the value of the side G during driving | running | working and the jerk at the time of acceleration / deceleration.

  As an example of level 3-3 support control, the driver appropriately selects support up to level 3-2 and aims at more advanced fuel efficiency driving while performing basic fuel efficiency driving. For example, if the SOC is about to overflow, the area accelerated by the battery (EV) is increased, and if it is about to be exhausted, support such as level 1-2 that suppresses as much as possible within the regeneration is performed.

(Loss energy analysis)
The loss energy is classified as shown in Table 6, for example.

  As shown in Table 6, the loss value is the acceleration energy loss taking into account thermal efficiency and motor / battery efficiency during acceleration, motor / battery loss when recovered by regeneration during deceleration, and regeneration due to the use of a hydraulic brake. The amount that cannot be recovered by calculating the loss is calculated. Further, not only the instantaneous efficiency but also the subtotal value of the loss in the operation section of the driver, the total value of the loss in the entire travel, and the like can be calculated for each travel span.

  At this time, in order to calculate the loss energy in more detail, it is ideal that the driving force and deceleration force generated by the vehicle can be obtained from the CAN information, etc., and also whether the acceleration energy by the actuator of EV or engine is the actuator. If it can be classified for each, a more detailed analysis becomes possible.

  Moreover, although the value of the loss calculated here is provided for the evaluation of the driving operation that is the fourth procedure, it can also be used for the determination of the driving level of the driver that is the first procedure, and is the second procedure. It can also be reflected in the display and support in fuel efficiency driving support according to the driving level.

(Evaluation of driving operation)
Evaluation of driving operations is based on the above-mentioned driving support for driving, braking, accelerator, steering, shift, etc. during driving of the vehicle. Is also evaluated using the calculated loss value. If it is an operation for improving fuel efficiency, a certain evaluation is performed, and if it is an operation leading to deterioration of fuel consumption, it is evaluated low.

  The brake operation is evaluated by acquiring the brake operation state (brake pedal force, number of brake operations, brake pedal opening / closing degree, etc.) from the brake sensor 3 and the vehicle speed value and deceleration loss value obtained from the vehicle speed sensor 7. Although it can be evaluated whether or not the brake operation amount is appropriate from the relationship, the state of the subsequent accelerator operation is also evaluated at this time. For example, if the vehicle decelerates suddenly by stepping hard on the brake and then accelerates by stepping on the accelerator immediately, it will be rated low as there is wasted deceleration. In addition, even if you step on the brake while driving at high speed, if you steer after that, it is considered that there was an action such as overtaking a vehicle with a slow speed ahead, etc. To do.

  The accelerator operation is evaluated by acquiring the accelerator operation state (accelerator pedaling force, accelerator operation frequency, accelerator pedal opening / closing information, etc.) from the accelerator sensor 4, and the vehicle speed value and acceleration loss value obtained from the vehicle speed sensor 7. It is possible to evaluate whether the amount of accelerator operation is an appropriate amount from the relationship between the two and the brake operation state. For example, when the accelerator is off, it is not immediately evaluated that the accelerator is not properly depressed, and if the brake is not depressed after that, the vehicle is stopped while decelerating stably by free-running or engine braking. Assume that you are traveling to the position, and make a certain evaluation.

  The driving operation evaluation apparatus evaluates the accelerator operation based on the fuel efficiency area where the accelerator operation is performed. By evaluating the accelerator operation based on whether or not the operation is performed in a region with high fuel efficiency, it is possible to appropriately evaluate the accelerator operation. For example, if the accelerator operation is performed in a region where the fuel efficiency is high, such an accelerator operation is highly evaluated because it contributes to an improvement in fuel efficiency. On the other hand, even if the accelerator is stepped on and accelerated in a high-efficiency region, if the vehicle is subsequently decelerated by stepping on the brake, it is evaluated as low because there was useless acceleration.

  The steering operation is evaluated based on the steering angle of the steering acquired from the steering sensor 5. For example, even when the driver greatly turns the steering wheel while the vehicle is traveling at a high speed, When the brake is depressed greatly, it is considered as a risk avoidance act such as avoiding an obstacle such as a parked vehicle in the traveling lane, and a certain evaluation is made.

  The shift operation is evaluated based on the position of the shift lever acquired from the shift sensor 6. For example, even when the driver greatly downshifts while the vehicle is traveling at high speed, the state of the subsequent brake operation When the brake is depressed greatly, it is considered as a risk avoidance act such as avoiding an obstacle such as a parked vehicle in the traveling lane, and a certain evaluation is made.

  The evaluation result is provided to the driving level determination unit 11 and used for driving level determination, thereby being reflected in driving support for improving fuel efficiency.

  As described above, according to the driving operation evaluation device according to the present embodiment, when evaluating the driver's first driving operation, not only the state of the first driving operation but also the second driving performed thereafter. Since the evaluation is performed based on the state of the operation, the operation that is evaluated as inappropriate only by the state of the first driving operation is also evaluated based on the state of the subsequent second driving operation. It is possible to make a comprehensive and appropriate evaluation.

  In addition, the evaluation is not based only on the brake operation, which is the first driving operation, but also based on the state of the accelerator operation, which is the second driving operation that is performed after that. An operation that is evaluated as inappropriate is also evaluated based on the state of the accelerator operation that is performed thereafter, whereby the brake operation that is the first driving operation can be more appropriately evaluated. In addition, the evaluation is not based only on the accelerator operation that is the first driving operation, but is also performed based on the state of the brake operation that is the second driving operation that is performed thereafter. An operation that is evaluated as inappropriate is also evaluated based on the state of a brake operation that is performed thereafter, whereby the accelerator operation that is the first driving operation can be more appropriately evaluated.

  Furthermore, according to the driving operation evaluation device according to the present embodiment, the accelerator operation is evaluated more appropriately by evaluating the accelerator operation based on whether or not the operation is performed in a region with high fuel efficiency. Is possible.

  In addition, the above description is description about embodiment of this invention, does not limit the apparatus of this invention, and can implement various modifications easily. For example, the driving operation evaluation device in the above embodiment does not have to have a driving support function as in the above embodiment, and can achieve the object of the present invention even with a simple configuration having only a driving evaluation function. it can.

  In the above-described embodiment, the description is mainly made on the hybrid vehicle. However, in the case of a vehicle with only a conventional engine, the driving level is divided into steps such as decelerating and then accelerating to provide support. it can. However, in the case of a conventional engine vehicle, since EV running, free running, and brake regeneration are not possible, the problem is simplified. For example, it is possible to replace free run or regeneration with deceleration with an emblem that takes into account fuel cuts, or because the acceleration side cannot be driven in the first place, so that efficient engine acceleration can be performed as necessary, and as low a speed as possible・ It is necessary to drive at high torque. By taking these into consideration, the present invention can be sufficiently applied to a conventional engine vehicle.

  In addition, the engine power is relatively easy to operate, such as an electric vehicle where the acceleration efficiency does not vary greatly depending on the acceleration by running with a motor, and the high efficiency acceleration is weak in the first place and the loss when the acceleration fails is small. For small cars, high-efficiency acceleration support like level 2 may not be required. In that case, if you can do some level 2 driving operations (acceleration operations are not rough, you can finish the operation with the minimum required acceleration, etc.), step up to level 3 to support fuel economy driving. Just do it.

  Moreover, although the driving operation evaluation apparatus in the said embodiment has a navigation system, when performing assistance from level 1-1 to level 2-2, it is a driving operation evaluation apparatus which does not have a navigation system. There may be.

  The driving level of the driver can be classified as shown in Table 2, but may be classified in more detail, or some driving levels may be omitted.

  DESCRIPTION OF SYMBOLS 1 ... Driving operation evaluation apparatus, 3 ... Brake sensor, 4 ... Accelerator sensor, 5 ... Steering sensor, 6 ... Shift sensor, 7 ... Vehicle speed sensor, 8 ... Navigation system 10... ECU, 11... Driving level determination unit (driving level determination unit), 12... Advice providing unit (advice providing unit), 13. .. Driving operation evaluation unit (driving operation evaluation means), 20... Driving support unit.

Claims (4)

A driving operation evaluation means for evaluating the driving operation of the driver of the vehicle is provided,
The driving operation evaluation means evaluates the driver's first driving operation based on a state of the first driving operation and a state of a second driving operation performed thereafter.   The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is a brake operation, and the second driving operation is an accelerator operation.   The driving operation evaluation apparatus according to claim 1, wherein the first driving operation is an accelerator operation, and the second driving operation is a brake operation. A driving operation evaluation means for evaluating the driving operation of the driver of the vehicle is provided,
The driving operation evaluation unit is a driving operation evaluation device that evaluates the accelerator operation based on a region of fuel efficiency where the accelerator operation is performed.