JP2012198345A - Vehicular operation support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately determine an operation performance state regardless of the magnitude of variation in acceleration.SOLUTION: A vehicular operation support device comprises: a variation calculation section 10 which calculates a first relevant value relevant to variation of acceleration; a jerk calculation section 11 which calculates a second relevant value relevant to a jerk; an acceleration calculation section 12 which calculates a third relevant value relevant to the absolute value of the acceleration; and a state determination section 13 which determines an operation performance state from the first to the third relevant values. The state determination section 13, if the first relevant value is equal to or larger than a predetermined value, determines the operation performance state from the first and the second relevant values using a first determination map in accordance with a pre-set determination criterion based on a ratio of kinetic energy of a mass point when the variation of the acceleration ends to the variation of the acceleration calculated by using a vibration model representing a movement of the mass point in a vehicle interior. In contrast, if the first relevant value is less than the predetermined value, the state determination section 13 determines the operation performance state from the first and third relevant values using a second determination map.

Description

  The present invention relates to a vehicle driving support device that supports vehicle driving.

  A vehicle driving support device that supports vehicle driving is known as a conventional technique. Some of these vehicle driving support devices determine a driving operation state of a vehicle (see, for example, Patent Document 1). The driving support device for a vehicle of Patent Document 1 includes a traveling section dividing unit that divides each of a plurality of traveling sections of a vehicle into a plurality of small sections based on road attributes, and is included in common to the plurality of traveling sections. A virtual travel section forming unit that forms a virtual travel section by connecting the small sections, and for each of the plurality of travel sections, from the travel data of the vehicle in the small section used for forming the virtual travel section, A driving technology evaluation unit that obtains driving data and evaluates driving technology from the driving data is provided. The travel data includes the fuel consumption of the vehicle, the number of sudden brakings, the number of sudden starts, and the number of sudden steerings. According to this, even when a plurality of people travel in different sections with the same vehicle, the driving skill can be evaluated fairly.

  Further, the jerk (jerk), which is the rate of change of acceleration per unit time, is known (see, for example, Patent Document 2). Patent Document 2 discloses a motion control device that controls a vehicle based on an operation amount of an operation member operated by a driver. Specifically, this motion control device sets a target acceleration based on the target jerk and controls the throttle opening of the internal combustion engine based on the target acceleration.

JP 2009-168862 A JP 2009-209899 A

  By the way, as a result of intensive studies on the relationship between the vehicle jerk and the vehicle driving operation state, the present inventors have found that the driving operation state can be accurately determined from the jerk. In addition, when the vehicle starts, stops, accelerates, decelerates, starts turning, or ends turning, the acceleration is almost constant during acceleration, deceleration, turning, etc. In this case, it is preferable that the driving operation state can be determined.

  The present invention has been made in view of the above points, and the object of the present invention is to accurately determine the driving operation state of the vehicle regardless of the amount of change in acceleration.

  In order to solve the above-described problems, the present invention is directed to a vehicle driving support device that supports vehicle driving, and has taken the following solution.

  That is, the first invention is a change amount calculating means for calculating a first related value related to the amount of change in the acceleration of the vehicle, a jerk calculating means for calculating a second related value related to the jerk of the vehicle, When the acceleration calculating means for calculating the third related value related to the absolute value of the acceleration of the vehicle and the first related value calculated by the change amount calculating means is greater than or equal to a predetermined value, the first determination map is used. Based on the first related value and the second related value calculated by the jerk calculation means, the change with respect to the amount of change in vehicle acceleration, calculated using a vibration model representing the movement of the mass point in the passenger compartment. When the driving operation state of the vehicle is determined according to a determination criterion set in advance based on the ratio of the kinetic energy of the mass points at the end of the operation, the first determination is performed when the first related value is smaller than the predetermined value. Second judgment different from the map And a state determining means for determining a driving operation state of the vehicle based on the first related value and the third related value calculated by the acceleration calculating means. Is.

  According to this, when the 1st related value relevant to the variation | change_quantity of the acceleration of a vehicle is more than predetermined value, the 1st relevant value and the 2nd relevant value relevant to the jerk of a vehicle are used using a 1st determination map. Based on the ratio of the kinetic energy of the mass point at the end of the change to the amount of change in vehicle acceleration, calculated using a vibration model representing the movement of the mass point in the passenger compartment And determining the driving operation state of the vehicle, when the first related value is smaller than the predetermined value, the second determination map different from the first determination map is used to relate the first related value to the vehicle acceleration. Since the driving operation state of the vehicle is determined based on the third related value, the driving operation state of the vehicle can be accurately determined regardless of the magnitude of the amount of change in acceleration.

  According to a second invention, in the first invention, the state determination means is configured to determine whether the driving operation state has an appropriate acceleration when the first related value is smaller than the predetermined value. It is characterized by being.

  According to this, when the first related value is smaller than the predetermined value, it is determined whether the driving operation state has an appropriate acceleration. Therefore, when the first related value is smaller than the predetermined value, the appropriate acceleration is obtained. It is possible to accurately determine whether or not there is a driving operation state.

  According to a third invention, in the first or second invention, the display device further comprises display means for displaying information on the driving operation state determined by the state determination means.

  According to this, since the information about the driving operation state of the vehicle is displayed, the driver can know the information about the driving operation state, and based on this information, the technology of the driving operation of the vehicle is improved. be able to.

  The information about the driving operation state of the vehicle includes the driving operation state, the degree of driving operation state, and evaluation. The information display includes lighting display and character display.

  According to the present invention, when the first related value related to the amount of change in the acceleration of the vehicle is greater than or equal to the predetermined value, the second related information related to the first related value and the jerk of the vehicle using the first determination map. Based on the ratio of the kinetic energy of the mass point at the end of the change to the amount of change in vehicle acceleration, calculated using a vibration model representing the motion of the mass point in the passenger compartment based on the value While determining the driving operation state of the vehicle according to the standard, when the first related value is smaller than a predetermined value, the second related map different from the first determination map is used to calculate the first related value and the vehicle acceleration. Since the driving operation state of the vehicle is determined based on the related third related value, the driving operation state of the vehicle can be accurately determined regardless of the magnitude of the change amount of acceleration.

It is a block diagram which shows the driving assistance device for vehicles which concerns on embodiment of this invention. It is a figure which shows a vibration model. It is a graph which shows an example of the relationship between time and the acceleration of the front-back direction of a vehicle. It is a figure which shows a vibration model. It is a graph which shows the relationship between time and a mass point position. It is a graph which shows the relationship between elapsed time and an attenuation factor. It is a graph which shows an example of the relationship between time and a mass point position. It is a graph which shows an example of the relationship between an average vehicle speed and the overshoot rate of a mass point. It is a figure which shows a 1st determination map. It is a figure which shows a 2nd determination map. It is the operation history model which shows an example of the relationship between time and an accelerator operation history value. It is a graph which shows an example of the relationship between an evaluation index and an evaluation score. It is a graph which shows the relationship between the average vehicle speed and sample time in the latest 2sec. It is a graph which shows an example of the relationship between time and mass point speed. It is a graph which shows an example of the relationship between the generation | occurrence | production number per sample time of the peak of average vehicle speed and mass point speed. It is a figure which shows a vibration model. It is a graph which shows an example of the relationship between time and the acceleration of the front-back direction of a vehicle. It is a graph which shows an example of the relationship between time and a vehicle speed. It is a graph which shows the relationship between time and a vehicle speed. It is a graph which shows an example of the relationship between the ratio of the time required for the change with respect to the variation amount of an average vehicle speed and vehicle speed. It is a front view which shows a steering switch. It is a front view which shows a meter display. It is a figure which shows an example of the 1st normal screen of the state by which the flexible driving | operation display part was light-displayed. It is a figure which shows an example of the 1st normal screen of the state by which the driving display part which fluctuates back and forth is lighted and displayed. It is a figure which shows an example of the 1st normal screen of the state by which the driving | running display part which fluctuates right and left is lighted and displayed. It is a figure which shows an example of the 1st normal screen of the state by which the easy driving | operation display part was light-displayed. It is a figure which shows an example of a 2nd normal screen. It is a figure which shows an example of a 3rd normal screen. It is a figure which shows an example of a 4th normal screen. It is a figure which shows an example of a 5th normal screen. It is a figure which shows an example of a 1st ending screen. It is a figure which shows an example of a 2nd ending screen. An example of a first start screen is shown. It is a flowchart which shows determination / evaluation control of the driving operation state of a vehicle. It is a flowchart which shows determination / evaluation control of the flexible driving | running state about a vehicle front-back direction, the driving | running | working driving | running state, and a gentle driving | running state. It is a flowchart which shows determination / evaluation control of the flexible driving | running state about a vehicle left-right direction, the driving | running | working driving | running state, and a gentle driving | running state. It is a flowchart which shows the determination / evaluation control of a sluggish driving degree. It is a flowchart which shows determination / evaluation control of the driving | running | working driving | running | working degree of a vehicle front-back direction. It is a flowchart which shows determination / evaluation control of the flapping driving degree of a vehicle left-right direction. It is a flowchart which shows the comprehensive determination and evaluation control of the driving operation state of a vehicle. It is a flowchart which shows display control of vehicle driving information. It is a front view which shows the modification of a meter display. It is a figure which shows the modification of a flexible driving | operation display part, the driving | running display part which fluctuates back and forth, the driving | running display part which fluctuates right and left, and a gentle driving | operation display part, (a) is a supple driving | running display part, the driving | running display part which fluctuates back and forth, The figure which shows arrangement | positioning of a display part and a gentle driving | operation display part, (b) The figure which shows the state by which the flexible driving | running display part was light-displayed, (c) The figure which shows the state by which the gentle driving | running display part was light-displayed, (D) is a figure which shows the state by which the driving display part on which the upper side fluctuated was lighted and displayed, (e) is a figure which shows the state by which the driving display part on the right and left fluctuating was lighted and displayed. It is a figure which shows another modification of a flexible driving | operation display part, the driving | running display part which fluctuates back and forth, the driving | running display part which fluctuates right and left, and a gentle driving | operation display part, (a) is a supple driving | running display part, the driving | running display part which fluctuates back and forth, right and left The figure which shows arrangement | positioning of the driving | running display part which shakes, and a gentle driving | operation display part, (b) is a figure which shows the state by which the flexible driving | running display part was lighted and displayed, (c) shows the state by which the gentle driving | running display part was lighted and displayed. FIG. 4D is a diagram showing a state in which an operation display unit that swings back and forth is lit up, and FIG. 5E is a diagram that shows a state in which an operation display unit that sways left and right is lit up.

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

  FIG. 1 is a block diagram illustrating a vehicle driving support device (also referred to as a smart drive support system) including a vehicle display device according to an embodiment of the present invention. Reference numeral 1 denotes a system-side controller (also referred to as PCM) that performs determination / evaluation control of a driving operation state of a vehicle by a driver. The system-side controller 1 detects a vehicle speed sensor 20 that detects a vehicle speed, a steering angle sensor 21 that detects a steering angle of the vehicle, an accelerator opening sensor 22 that detects an accelerator opening of the vehicle, and detects a brake hydraulic pressure of the vehicle. A signal is input from the brake fluid pressure sensor 23 or the like to determine and evaluate the driving operation state (driving technique) of the vehicle. Specifically, whether it is a “simple driving” state, a “swaying driving” (hereinafter referred to as “swaying driving”) state, or a “easy driving” state, Judgment and evaluation of driving operation status. Specifically, in the vehicle front-rear direction, the driving operation state in the vehicle front-rear direction is determined from whether the driving state is supple, swaying, or gentle, and the degree of flapping driving in the vehicle front-rear direction. On the other hand, in the left-right direction of the vehicle, the driving operation state in the left-right direction of the vehicle is determined from the flapping driving degree in the left-right direction of the vehicle, whether it is a flexible driving state, a swinging driving state, or a gentle driving state. evaluate. Incidentally, there are an accelerator operation and a brake operation in the driving operation in the vehicle front-rear direction, and a steering operation in the driving operation in the vehicle left-right direction.

  The system-side controller 1 includes a change amount calculation unit (change amount calculation unit) 10, a jerk calculation unit (jump rate calculation unit) 11, an acceleration calculation unit (acceleration calculation unit) 12, and a state determination unit (state determination unit). ) 13, flapping driving degree determination unit (flapping driving degree determination means) 14, ratio calculation unit 15, sluggish driving degree determination unit 16, comprehensive determination unit (general determination unit) 17, and change unit (change unit) 18.

  The change amount calculation unit 10 calculates (calculates) a first related value related to a change amount (change width) of acceleration (acceleration / deceleration) of the vehicle from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21. The jerk calculation unit 11 calculates a second related value related to the jerk of the vehicle from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21. The acceleration calculation unit 12 calculates a third related value related to the absolute value of the acceleration of the vehicle from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21.

  The state determination unit 13 is calculated from the first related value calculated by the change amount calculation unit 10 and the second related value calculated by the jerk calculation unit 11 using a vibration model that represents the movement of the mass point in the passenger compartment. In addition, there is a moderate acceleration change (the acceleration change is not too slow or too rapid) according to a predetermined criterion from the ratio of the kinetic energy of the mass point at the end of the change to the change in the acceleration of the vehicle. The driving state (preferred driving operation state, first driving operation state), the driving state with a sudden acceleration change (unfavorable driving operation state, second driving operation state), or a slow acceleration change It is determined whether or not a certain driving state (preferred driving operation state, third driving operation state). Specifically, when the first related value is equal to or greater than a predetermined value, the state determining unit 13 uses the first determination map to determine whether the driving state is supple according to the determination criterion from the first and second related values. While determining whether the driving state is swaying or a gentle driving state, when the first related value is smaller than the predetermined value, a second determination map different from the first determination map is used to determine the first related value. It is determined from the third related value calculated by the acceleration calculation unit 12 whether or not the driving state has a moderate acceleration. The flapping driving degree determination unit 14 determines the flapping driving degree. The ratio calculation unit 15 calculates the ratio of the time required for the change to the amount of change in the vehicle speed (also referred to as a vehicle speed difference). The sluggish driving degree determination unit 16 determines the sluggish driving degree.

  The overall determination unit 17 calculates a score for the determination result by the state determination unit 13 in the current driving of the vehicle (the driving from the most recent ignition on to the current driving, hereinafter also referred to as 1DC (1 trip)), and calculates the score. A first evaluation index is calculated by dividing by the number of determinations by the state determination unit 13 in the current driving of the vehicle, and an overall evaluation score of the driving operation state in the current driving of the vehicle is calculated from the first evaluation index. Specifically, the overall determination unit 17 calculates a score for the determination result by the flapping driving degree determination unit 14 in the current driving of the vehicle, and the score is determined by the flapping driving degree determination unit 14 in the current driving of the vehicle. Alternatively, the second evaluation index is calculated by dividing by the number of determinations, the first and second evaluation points are calculated from the first and second evaluation indexes, and the vehicle's current evaluation is calculated from the first and second evaluation points. An overall evaluation score of the driving operation state in driving is calculated. The changing unit 18 changes the determination criterion from the comprehensive evaluation score calculated by the comprehensive determining unit 17.

  Details of the determination / evaluation will be described below.

《Judgment of supple driving condition, swaying driving condition and easy driving condition》
The supple operating state, the swaying operating state, and the easy operating state are determined as follows.

<Criteria>
The above criteria are obtained as shown below.

-Calculation of criteria used for acceleration / deceleration in the longitudinal direction of the vehicle-
First, calculation of a criterion used for acceleration / deceleration in the vehicle longitudinal direction will be described.

  The criteria used when accelerating and decelerating in the longitudinal direction of the vehicle are the criteria used when accelerating the vehicle with accelerator on (accelerator depression), the criteria used when accelerating with brake off (brake return), and when decelerating with accelerator off (accelerator return). There are judgment criteria to be used and judgment criteria to be used at the time of deceleration by brake-on (brake depression). These determination criteria are different from each other. In the following description, a method for calculating a criterion used when accelerating the vehicle by accelerator-on will be described. The other calculation methods for the determination criteria are substantially the same as the determination criteria calculation method used when the vehicle is accelerated by accelerator-on. Further, the accelerator on, the accelerator off, the brake on, and the brake off are determined from the longitudinal acceleration of the vehicle calculated from the detection signal from the vehicle speed sensor 20.

  In order to calculate the criterion, first, the acceleration in the longitudinal direction of the vehicle (vehicle longitudinal direction G) is calculated by differentiating the detection signal from the vehicle speed sensor 20 corresponding to the vehicle speed with respect to time.

  This acceleration includes a high-frequency (for example, 0.5 Hz or more) noise component, and the actual vehicle does not show any behavior in this high-frequency region. Therefore, using the vibration model, the position of the mass point in the vehicle interior is calculated as the acceleration in the longitudinal direction of the vehicle with high frequency noise components removed (the position of the mass point in the vehicle interior (the position of the mass point when the vehicle acceleration is 0). Since the amount of movement from the reference position) is proportional to the constant acceleration of the vehicle, the mass point position can be calculated as the acceleration of the vehicle). The details will be described below with reference to FIG. FIG. 2 is a diagram illustrating a vibration model for removing noise.

  As shown in FIG. 2, a one-degree-of-freedom viscous damping model (one-degree-of-freedom spring / mass / damper model) fixed to the vehicle is used as a vibration model for removing noise. This model is stored in advance in a memory (not shown). This is true for all the following vibration models.

The mass of the mass point is m, the spring constant is k, the damper damping constant (attenuation coefficient) is C, the mass point position is x (the position where the vehicle acceleration is 0 and the mass point is stationary is the reference position x = 0), If the time is t and the input to the mass point is f (t) (where m, k, C, x, t and f (t) are for relative comparison of the vibration model calculation results. The same applies to the following, and the differential equation (the equation of motion) of the mass point is expressed by the following equation (1).

  The values of m, k, and C are determined as follows. In other words, the natural frequency value (proportional to the value of k / m) is set within the range of 0.5 to 1 Hz so that noise components of 0.5 Hz or higher can be removed to the maximum without causing a phase shift. Therefore, the values of m and k are set. For example, when m = 5, the value of k is in the range of 50 to 200.

In addition, the value of C is set so that the value of the attenuation ratio is in the range of 0.5 to 1.0 so that it is close to the actual condition during continuous running. When the damping ratio is ζ, ζ is expressed by the following equation.
For example, when m = 5 and k = 80, the value of C is in the range of 20-40.
Here, for example, m = 5, k = 80, and C = 25.

F (t) is expressed by the following equation.
f (t) = (mass point mass m) × (acceleration in the longitudinal direction of the vehicle)
As a numerical calculation method of the differential equation of Equation (1), sequential calculation using a difference equation is performed.

The first and second derivatives of the mass position x with respect to time t are expressed by the following equations (2) and (3), respectively.

Expressions (2) and (3) are substituted into Expression (1) and expanded, and expressed by the following Expression (4).

  Using this equation (4), the mass point position x (t + Δt) at time t + Δt is sequentially calculated from the mass point position x (t) at time t and the mass point position x (t−Δt) at time t−Δt. As described above, the mass point position x corresponds to acceleration in the longitudinal direction of the vehicle from which high-frequency noise components are removed.

  FIG. 3 is a graph showing an example of the relationship between time and acceleration in the longitudinal direction of the vehicle. In FIG. 3, the solid line represents the relationship between the acceleration (mass point position) in the longitudinal direction of the vehicle with high frequency noise components calculated using the time and vibration model, and the broken line represents the time from the vehicle speed sensor 20. It shows the acceleration in the longitudinal direction of the vehicle calculated from the detection signal.

  As described above, the mass point position is calculated as the acceleration in the front-rear direction of the vehicle from which high-frequency noise components are removed.

  Although the vibration model is used to determine the acceleration in the longitudinal direction of the vehicle from which high-frequency noise components have been removed, it may be determined using, for example, a low-frequency pass filter.

  Next, using the vibration model, the position of the mass point, which is the head of the occupant seated in the passenger compartment, is input to the mass point as the force f (t) due to acceleration in the longitudinal direction of the vehicle from which high-frequency noise components have been removed. calculate. That is, the movement of the head due to the change in acceleration in the longitudinal direction of the vehicle is virtualized by the vibration model, and the mass point position is calculated. Using this mass point to judge and evaluate the driving operation state of a vehicle, changes in vehicle acceleration are complicated by various effects such as road surface and shift change, while head movement changes This is because it does not follow everything. The details will be described below with reference to FIG. FIG. 4 is a diagram showing a vibration model for calculating the mass point position. In FIG. 4, illustration of the vehicle is omitted.

  As shown in FIG. 4, a one-degree-of-freedom viscous damping model fixed to the vehicle is used as the vibration model for calculating the mass position. In this model, an occupant's head, a spring, and a damper seated on the material point are virtually assumed as the occupant's neck.

The differential equation of the mass point is expressed by the following equation (1).

  The values of mass point mass m, spring constant k, and damper damping constant C are determined as follows. That is, the values of m and k are set so that the natural frequency value falls within the range of 0.2 to 0.5 Hz so as to approach the actual movement of the head. For example, when m = 5, the value of k is in the range of 10-50.

Further, assuming the actual head movement, the value of C is set so that the value of the damping ratio ζ is a value within the range of 0.2 to 0.5. For example, when m = 5 and k = 35, the value of C is in the range of 6-13.
Here, m = 5, k = 35, and C = 8.

F (t) is expressed by the following equation.
f (t) = (mass point mass m) × (acceleration in the front-rear direction of the vehicle with high-frequency noise components removed)
As a numerical calculation method of the differential equation of Equation (1), sequential calculation using a difference equation is performed.

The first and second derivatives of the mass position x with respect to time t are expressed by the following equations (2) and (3), respectively.

Expressions (2) and (3) are substituted into Expression (1) and expanded, and expressed by the following Expression (4).

  Using this equation (4), the mass point position x (t + Δt) at time t + Δt is sequentially calculated from the mass point position x (t) at time t and the mass point position x (t−Δt) at time t−Δt. This mass point position x corresponds to the longitudinal acceleration of the vehicle acting on the virtual occupant's body (because the mass point position x and the longitudinal acceleration of the vehicle are in a proportional relationship).

  As described above, the mass point position is calculated from the acceleration in the vehicle longitudinal direction.

  Next, the mass point speed is calculated as a jerk in the front-rear direction of the vehicle by differentiating the calculated mass point position with respect to time. That is, this mass point speed corresponds to the jerk in the longitudinal direction of the vehicle.

  Next, the amount of change in the longitudinal acceleration of the vehicle and the kinetic energy of the mass point at the end of the change are calculated for each change. The details will be described below with reference to FIGS. FIG. 5 is a graph showing the relationship between time and mass point position.

  In FIG. 5, the solid line indicates the mass point position (also referred to as the dynamic position of the mass point) when a force input to the mass point is applied by acceleration in the longitudinal direction of the vehicle from which time and the above-described high-frequency noise component are removed. As shown by the solid line, the relationship between the position of the mass point including the overshoot) and the broken line show the time and the force input to the mass point by the acceleration in the longitudinal direction of the vehicle from which the high-frequency noise component is removed is static. FIG. 4 shows a relationship with a stable mass point position (also referred to as a static position of the mass point, as shown by a broken line in FIG. 4). A white triangle indicates a broken-line peak, and a change in the acceleration of the vehicle starts (ends) at this peak. The black triangle indicates a solid line peak, and the change of the mass point position starts (ends) at this peak. A black circle indicates an intersection of a solid line and a broken line, and at this intersection, the input to the mass point becomes 0 (the acceleration at the mass point position starts to increase (decrease)).

The amount of change in the longitudinal acceleration of the vehicle is a change corresponding to the amount of change in the position energy of the mass point accompanying the change in the acceleration in the longitudinal direction of the vehicle (the minimum energy required for the position movement of the mass point due to the change). This is an amount of change (ΔG in FIGS. 4 and 5) corresponding to the length in the vertical axis direction between adjacent white triangles in FIG. This amount of change increases as the amount of change in the position energy of the mass point associated with the change in the longitudinal acceleration of the vehicle increases. That is, the width of movement of the head is determined from the amount of change in acceleration in the longitudinal direction of the vehicle. The amount of change in the longitudinal acceleration of the vehicle is ΔG, and the acceleration in the longitudinal direction of the vehicle at the end of the change in the longitudinal acceleration of the vehicle (corresponding to the determination time in FIG. 5) is G _i ( Equivalent to the mass point position h _i at the end of the change in the longitudinal acceleration), and the vehicle's longitudinal acceleration at the start of the change in the longitudinal acceleration of the vehicle is represented by G _i-1 (the vehicle's longitudinal acceleration ΔG is represented by the following equation, corresponding to the mass point position h _i-1 at the start of acceleration change.
ΔG = G _i −G _i−1

On the other hand, the kinetic energy of the mass point at the end of the change in the longitudinal acceleration of the vehicle is the surplus energy generated by the overshoot of the mass point at the time of the change, and in FIG. Kinetic energy (in FIG. 4, the kinetic energy when the mass point is at the position of the broken line). This kinetic energy increases as the jerk in the longitudinal direction of the vehicle increases. That is, the moving speed of the head is determined from the magnitude of the jerk in the longitudinal direction of the vehicle. If the kinetic energy of the mass point at the end of the change in the longitudinal acceleration of the vehicle is E _k and the mass velocity at the end is v, E _k is expressed by the following equation.
E _k = 1/2 · m · v ²

This E _k is affected by the kinetic energy of the mass point at the end of the previous change in the longitudinal acceleration of the vehicle (in FIG. 5, the kinetic energy of the mass point at the black circle on the lower left side), that is, the influence of the residual energy. It is. Therefore, it is preferable that E _k excludes the influence of the kinetic energy of the mass point at the end of the previous change in the longitudinal acceleration of the vehicle. The details will be described below with reference to FIGS. FIG. 6 is a graph showing the relationship between elapsed time and attenuation rate.

The mass point velocity of the vehicle longitudinal acceleration at the end of the current change is v _i , the vehicle longitudinal acceleration of the vehicle longitudinal velocity at the end of the previous change is v _i-1 , and the vehicle longitudinal acceleration. If the natural damping rate from the end of the previous change to the end of the current change is δ ′, the influence of the kinetic energy of the mass point at the end of the previous change of the longitudinal acceleration of the vehicle is excluded. E _k is expressed by the following equation.
E _k = 1/2 · m · (v _i −v _i−1 · δ ′) ²

Assuming that the elapsed time from the end of the previous change to the end of the current change in the longitudinal acceleration of the vehicle is Δt _p , the angular natural frequency is Ω, and the damping angular natural frequency is ω _d , δ ′ is From the logarithmic decay rate, it is expressed by the following equation (see FIG. 6).
Ω and ω _d are expressed by the following equations, respectively.

  FIG. 7 is a graph showing an example of the relationship between time and mass point position. In FIG. 7, the solid line indicates the relationship between the mass point position when the force f (t) input to the mass point by the longitudinal acceleration of the vehicle is applied, with the time and high frequency noise components removed, and the broken line indicates the time. And a stable mass position when a force f (t) input to the mass point is applied statically by acceleration in the longitudinal direction of the vehicle from which high-frequency noise components are removed.

As described above, the amount of change in the longitudinal acceleration of the vehicle and the kinetic energy of the mass point at the end of the change are calculated. Next, the mass point at the end of the change of the vehicle relative to the amount of acceleration change in the longitudinal direction. Calculate the overshoot rate of the mass point, which is the ratio of the kinetic energy of. This overshoot rate is a determination index used to determine whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state in the vehicle longitudinal direction. When the overshoot rate of the mass point is OS, this OS is expressed by the following equation.
OS = E _k / ΔG

When this ΔG is equal to or smaller than a predetermined value, the ΔG is not subject to OS calculation. In addition, although OS = E _k / ΔG, OS = v / ΔG, OS = v / ΔE _P (amount of change in the position energy of the mass point due to a change in vehicle longitudinal acceleration) or OS = E _k / it may be used as the ΔE _P. However, in order to accurately determine whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state with respect to the longitudinal direction of the vehicle, OS = E _k / ΔG from the actual running feeling. Is preferred.

  FIG. 8 is a graph showing an example of the relationship between the average vehicle speed and the mass overshoot rate. In FIG. 8, black circles are driving results of excellent drivers, black squares are driving results of drivers following the excellent drivers, crosses are driving results of general drivers, and x points are drivers who are poorly driving. The operation result of is shown.

  FIG. 8 shows that the overshoot rate of the mass point tends to increase as the average vehicle speed increases when compared with the same driver. Further, it can be seen that the overshoot rate of the mass point tends to be lower as the driver is better at driving when compared at the same average vehicle speed. The broken line in FIG. 8 shows the driving result of the best driver predicted from these.

  Thus, it can be seen that there is a correlation between the quality of the driving operation of the vehicle and the overshoot rate of the mass point. That is, the difference between the movement of the vehicle and the movement of the occupant's head corresponding to the mass point increases as the driving operation is abrupt. And driving operation is so bad that the shift | offset | difference of the motion of a vehicle and the motion of a head is large, and it is so favorable that the shift | offset | difference is small. Therefore, based on the vehicle characteristics and actual driving feeling, the mass point overshoot rate (the above-mentioned determination index) is fixed, and from this fixed value, whether the driving state is supple or swaying in the vehicle longitudinal direction. It is determined whether the driving state is easy.

The overshoot rate OS (fixed value) of the mass point is expressed by the following equation (5) as described above.
OS = E _k / ΔG (5)
As described above, E _k is expressed by the following equation (6).
E _k = 1/2 · m · v ² (6)
Substituting equation (6) into equation (5) and expanding v, it is expressed by the following equation.

  This equation is a criterion (determination threshold) used to determine whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state in the vehicle longitudinal direction (see FIG. 9). .

  As described above, the determination criterion used at the time of acceleration / deceleration in the vehicle longitudinal direction is obtained.

-Calculation of criteria used when steering in the vehicle left-right direction-
Next, calculation of a determination criterion used when steering in the vehicle left-right direction will be described.

  The criteria used when steering the vehicle in the left-right direction include a criteria used when steering the vehicle (cutting) and a criteria used when returning the steering. These determination criteria are different from each other. In the following description, a method for calculating a criterion used at the time of steering is shown. The other calculation methods for the determination criteria are substantially the same as the determination criteria calculation method used during steering. Steering steering and returning are determined from accelerations in the left-right direction of the vehicle calculated from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21.

First, from the detection signals from the vehicle speed sensor 20 and the rudder angle sensor 21, the acceleration in the left-right direction of the vehicle (vehicle left-right direction G) is calculated. The acceleration in the left-right direction of the vehicle is expressed by the following equation.
(Vehicle acceleration in the left-right direction) = Coefficient-(Vehicle steering angle)-(Vehicle speed) ²

  This coefficient depends on the vehicle speed. Since this equation is generally well known, its detailed description is omitted.

  The subsequent calculation steps are substantially the same as the calculation steps for the determination criteria used during acceleration / deceleration in the vehicle longitudinal direction. That is, using the vibration model for removing noise described above, the mass point position is calculated as acceleration in the left-right direction of the vehicle from which high-frequency noise components are removed. Next, using the vibration model for calculating the mass point position, the mass point position is calculated by inputting a force f (t) due to acceleration in the left-right direction of the vehicle from which high-frequency noise components are removed to the mass point. Next, the mass point speed is calculated as the lateral jerk of the vehicle. Next, the amount of change in acceleration in the left-right direction of the vehicle and the kinetic energy of the mass point at the end of the change are calculated for each change. Next, the overshoot rate of the mass point, which is the ratio of the kinetic energy of the mass point at the end of the change to the amount of change in the lateral acceleration of the vehicle, is determined to be a supple driving state or a swaying drive in the vehicle left-right direction. It is calculated as a determination index used to determine whether the vehicle is in a state or a gentle driving state. Next, a determination criterion used to determine whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state in the vehicle left-right direction is calculated.

  As described above, the determination criterion used at the time of steering in the vehicle left-right direction is obtained.

<Judgment and evaluation of supple operating conditions, swaying operating conditions and easy operating conditions>
The judgment / evaluation of the supple operating state, the swaying operating state, and the easy operating state is performed as follows. This evaluation includes “real time evaluation” and “overall evaluation”.

-Judgment and evaluation of supple driving conditions, swaying driving conditions and easy driving conditions in the longitudinal direction of the vehicle-
First, the determination / evaluation of the supple driving state, the swaying driving state, and the gentle driving state in the vehicle longitudinal direction will be described.

  First, the first and second determination maps will be described. FIG. 9 is a diagram showing a first determination map, and FIG. 10 is a diagram showing a second determination map.

  The first and second determination maps are stored in advance in the memory. The first and second determination maps are the first and second determination maps used when the vehicle is accelerated when the accelerator is on, the first and second determination maps used when the vehicle is accelerated when the brake is off, and are used when the vehicle is decelerated when the accelerator is off. There are first and second determination maps, and first and second determination maps used when the vehicle is decelerated by brake-on. These first and second determination maps are different from each other.

  The first determination map is a map used when the amount of change in acceleration is relatively large (when the acceleration is changing), such as when the vehicle starts, stops, accelerates, or decelerates. The vertical axis of the first determination map is the mass point velocity v corresponding to the jerk of the vehicle in the front-rear direction, and the horizontal axis is the change amount ΔG of the vehicle in the front-rear direction.

  And the lower range (region below the criterion) from the above criterion is the range of the supple operating state and the gentle operating state, and the range of the operating state where the upper region (region exceeding the criterion) from the criterion is swayed. . Of the lower range from the criterion, the range of the vehicle's longitudinal acceleration change in a predetermined amount or more is a flexible driving state range, and the range in which the change amount is smaller than the predetermined amount is a gentle driving state range. It is.

  The supple driving state in the first determination map is a driving state in which the occupant's body shakes at an appropriate size and speed when the driving operation is performed at an appropriate speed, and is comfortable for the driver. A swaying driving state is an unstable (rough) driving state in which the body of the occupant is large, swaying and shaking, feeling uncomfortable for occupants other than the driver, fuel consumption is bad, is there. The gentle driving state is a stable driving state in which the occupant's body is small, shakes slowly, feels good for occupants other than the driver, has good fuel consumption, and is driven slowly.

  On the other hand, the second determination map is a map used when the amount of change in acceleration is relatively small, such as when the vehicle is accelerating or decelerating (when the acceleration is substantially constant). The vertical axis of the second determination map is the change amount ΔG of the longitudinal acceleration of the vehicle, and the horizontal axis is the absolute value | G | of the longitudinal acceleration of the vehicle. Note that the first determination map is used when the amount of change in acceleration in the longitudinal direction of the vehicle shifts from a relatively small state to a large state.

  The range of the supple driving state is that the amount of change in the longitudinal acceleration of the vehicle is not more than a predetermined amount and the absolute value of the acceleration in the longitudinal direction of the vehicle is not less than the predetermined value.

  The supple driving state in the second determination map is an exhilarating driving state in which the driving operation is performed at an optimal operation amount in one shot and the operation state is maintained, so that the occupant's body is maintained constant. It is.

  So far, the first and second determination maps have been described.

  Next, determination / evaluation of a supple driving state, a swaying driving state, and a gentle driving state in the vehicle front-rear direction using the first and second determination maps will be described.

  First, the longitudinal acceleration of the vehicle is calculated by differentiating the detection signal from the vehicle speed sensor 20 corresponding to the vehicle speed with respect to time.

  Next, using the vibration model, the position of the mass point in the passenger compartment is calculated as acceleration in the longitudinal direction of the vehicle from which high-frequency noise components are removed. The details will be described below with reference to FIG.

  As shown in FIG. 2, a one-degree-of-freedom viscous damping model fixed to a vehicle is used as a vibration model for removing noise.

When the mass point mass is m, the spring constant is k, the damper damping constant is C, the mass point position is x, the time is t, and the input to the mass point is f (t), the differential equation of the mass point is expressed by the following equation (1). expressed.

  The values of m, k, and C are determined as follows. That is, the values of m and k are set so that the natural frequency value is in the range of 0.5 to 1 Hz so that the noise component of 0.5 Hz or more can be removed to the maximum without causing a phase shift. . For example, when m = 5, the value of k is set in the range of 50 to 200.

In addition, the value of C is set so that the value of the attenuation ratio is in the range of 0.5 to 1.0 so that it is close to the actual condition during continuous running. When the damping ratio is ζ, ζ is expressed by the following equation.
For example, when m = 5 and k = 80, the value of C is in the range of 20-40.
Here, for example, m = 5, k = 80, and C = 25.

F (t) is expressed by the following equation.
f (t) = (mass point mass m) × (acceleration in the longitudinal direction of the vehicle)
As a numerical calculation method of the differential equation of Equation (1), sequential calculation using a difference equation is performed.

The first and second derivatives of the mass position x with respect to time t are expressed by the following equations (2) and (3), respectively.

Expressions (2) and (3) are substituted into Expression (1) and expanded, and expressed by the following Expression (4).

  Using this equation (4), the mass point position x (t + Δt) at time t + Δt is sequentially calculated from the mass point position x (t) at time t and the mass point position x (t−Δt) at time t−Δt. As described above, the mass point position x corresponds to acceleration in the longitudinal direction of the vehicle from which high-frequency noise components are removed.

  Next, using the vibration model, the position of the mass point, which is the head of the occupant seated in the passenger compartment, is input to the mass point as the force f (t) due to acceleration in the longitudinal direction of the vehicle from which high-frequency noise components have been removed. calculate. That is, the movement of the head due to the change in acceleration in the longitudinal direction of the vehicle is virtualized by the vibration model, and the mass point position is calculated. The details will be described below with reference to FIG.

  As shown in FIG. 4, a one-degree-of-freedom viscous damping model fixed to the vehicle is used as the vibration model for calculating the mass position. In this model, an occupant's head, a spring, and a damper seated on the material point are virtually assumed as the occupant's neck.

The differential equation of the mass point is expressed by the following equation (1).

  The values of mass point mass m, spring constant k, and damper damping constant C are determined as follows. That is, the values of m and k are set so that the value of the natural frequency is in the range of 0.2 to 0.5 Hz so as to approach the actual movement of the head. For example, when m = 5, the value of k is in the range of 10-50.

Further, assuming actual head movement, the value of C is set so that the value of the damping ratio ζ is in the range of 0.2 to 0.5. For example, when m = 5 and k = 35, the value of C is in the range of 6-13.
Here, m = 5, k = 35, and C = 8.

F (t) is expressed by the following equation.
f (t) = (mass point mass m) × (acceleration in the front-rear direction of the vehicle with high-frequency noise components removed)
As a numerical calculation method of the differential equation of Equation (1), sequential calculation using a difference equation is performed.

The first and second derivatives of the mass position x with respect to time t are expressed by the following equations (2) and (3), respectively.

Expressions (2) and (3) are substituted into Expression (1) and expanded, and expressed by the following Expression (4).

  Using this equation (4), the mass point position x (t + Δt) at time t + Δt is sequentially calculated from the mass point position x (t) at time t and the mass point position x (t−Δt) at time t−Δt.

  Next, the mass point speed is calculated as a jerk in the front-rear direction of the vehicle by differentiating the calculated mass point position with respect to time.

  Next, the amount of change ΔG (first related value) in the longitudinal acceleration of the vehicle, the mass point velocity v (second related value) at the end of the change, and the acceleration in the longitudinal direction of the vehicle at the end of the change Absolute value | G | (third related value) is calculated for each change (see FIG. 5).

  Next, from the data of ΔG, v, and | G |, using the first and second determination maps, whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state in the vehicle longitudinal direction. Determine if there is. Specifically, when ΔG is greater than or equal to a predetermined amount (when the acceleration is changing), using the first determination map, when (ΔG, v) is within the range of the supple driving state, it is supple. If it is within the range of the normal operating state or the gentle operating state, it is determined as the gentle operating state, and if it is within the range of the swinging operating state, it is determined as the swinging operating state. That is, when ΔG is relatively large and v is relatively small, it is determined that the driving state is supple or gentle, while when ΔG is relatively small and v is relatively large, it is determined that the driving state is swaying. To do.

  On the other hand, when ΔG is smaller than a predetermined amount (when the acceleration is substantially constant), using the second determination map, when (| G |, ΔG) is within the range of the supple driving state, it is supple. Judged as the operating state.

  Further, when it is determined from the detection signal from the vehicle speed sensor 20 that there has been a change in the longitudinal acceleration of the vehicle, the accelerator operation or the brake operation is performed from the detection signals of the accelerator opening sensor 22 and the brake hydraulic pressure sensor 23. When it is determined that the operation amount is less than the predetermined operation amount (the accelerator operation and the brake operation are not substantially performed), the acceleration change is caused by something other than the driving operation in the vehicle front-rear direction (for example, the vehicle is puddles). It is not determined whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state in the vehicle longitudinal direction. .

  Further, when it is determined from the detection signals of the accelerator opening sensor 22 and the brake hydraulic pressure sensor 23 that the accelerator operation or the brake operation is performed at a certain operation frequency with a certain operation amount or more, the magnitude of ΔG, v, and | G | Regardless, it is determined that the driving state is swaying (unfavorable driving operation state). That is, when the accelerator operation or the brake operation is repeatedly performed in a short time (performed in a predetermined period or less), the vehicle longitudinal acceleration does not change even if the vehicle longitudinal operation (for example, the accelerator operation) is performed. Or the vibration model does not follow the frequency of the acceleration change of the vehicle due to the driving operation in the vehicle front-rear direction (for example, the brake operation), and the driving operation state in the vehicle front-rear direction is determined using the first and second determination maps. However, since the accelerator operation or the brake operation is an unfavorable driving operation state, it is determined that the driving state is swaying. Details of this determination will be described below.

  FIG. 11 is an operation history model showing an example of the relationship between time and an accelerator operation history value described later. In FIG. 11, the alternate long and short dash line indicates a predetermined value (threshold value) described later. When the accelerator operation is performed once at a certain operation amount or more, the accelerator operation history value increases by a value (for example, 20) smaller than a predetermined value. The accelerator operation history value decreases by 1 every predetermined time. When the accelerator operation is performed at a certain operation amount and at a certain frequency or more, and the accelerator operation history value becomes a predetermined value or more, it is determined that the driving state is swaying. It should be noted that the method for determining whether the brake operation is performed at a certain operation amount or more and at a certain frequency is substantially the same as the method for determining whether the accelerator operation is performed at a certain operation amount or more and at a certain frequency or more.

  Furthermore, when it is determined that the driving state is swaying in the longitudinal direction of the vehicle, the degree of swaying driving state (degree of swaying driving state) is evaluated. Details of this evaluation will be described below.

  The first and second evaluation criteria (evaluation threshold values) are set in advance on the upper side of the determination criteria in the range of the swaying driving state in the first determination map, and these first and second evaluation criteria are shown in FIG. This is indicated by a broken line. The second evaluation criterion is above the first evaluation criterion. When the determination is made using the first determination map, when (ΔG, v) is within the lower range from the first evaluation standard in the range of the operating state of the first determination map, a deduction is made at NG1. If it is within the range from 1 point, 1st evaluation standard to 2nd evaluation standard, 2 points will be deducted by NG2, and if it is within the upper range from 2nd evaluation standard, 3 points will be evaluated by NG3. In other words, the greater the deduction point, the more rapid the driving operation of the vehicle in the front-rear direction. The evaluation score is a real-time evaluation score of the degree of driving state that fluctuates in the vehicle longitudinal direction. A signal including information about the real-time evaluation point is transmitted to the meter-side controller 3 described later.

  In the following description, only the evaluation points of the swinging driving state degree are displayed in real time, but in addition to this, the evaluation points of the flapping driving degree and the evaluation points of the sluggish driving degree may be displayed in real time. .

  Also, an evaluation index of the “rapid driving operation degree” in the vehicle longitudinal direction in the current driving of the vehicle is calculated. The details will be described below.

  When it is determined that the driving state is supple using the first determination map, one point is added when it is determined that the driving state is swaying, and one point, two points, or three points when the driving state is swaying (the above-mentioned swaying driving state) When it is determined that the driving state is easy, the addition / subtraction point is determined to be 0. On the other hand, when it is determined that the driving state is supple using the second determination map, the added point is determined to be 0.3.

  The evaluation index of the degree of rapid driving operation in the vehicle front-rear direction in the current driving of the vehicle indicates whether the vehicle is in a flexible driving state, a swaying driving state, or a gentle driving in the vehicle front-rear direction. It is expressed by the following expression from the number of determinations (evaluation number) for determining whether the vehicle is in the state, the total sum (total) of the deduction points in the current driving of the vehicle, and the total sum of the additional points in the current driving of the vehicle.

Evaluation index = (total of deduction points−total of additional points) / number of determinations Next, from this evaluation index, an evaluation score of the degree of rapid driving operation in the vehicle front-rear direction is calculated according to the correlation in the five-point perfect score method. The details will be described below.

  FIG. 12 is a graph showing an example of the relationship between the evaluation index and the evaluation score. As shown by the solid line in FIG. 12, when the evaluation index is less than or equal to the first predetermined value, it is 5 points, and when the evaluation index is greater than or equal to the second predetermined value greater than the first predetermined value, 1 point is used, and linear interpolation is performed between them. Then, the evaluation score of the rapid driving operation degree in the vehicle front-rear direction is calculated.

  As described above, the determination and evaluation of the supple driving state, the swaying driving state, and the gentle driving state in the vehicle longitudinal direction are performed.

-Judgment and evaluation of supple driving conditions, swaying driving conditions, and gentle driving conditions in the left-right direction of the vehicle-
Next, determination / evaluation of a supple driving state, a swaying driving state, and a gentle driving state in the vehicle left-right direction will be described.

  First, the first and second determination maps will be described (see FIGS. 9 and 10).

  The first and second determination maps are stored in advance in the memory. The first and second determination maps include a first and second determination map used when steering the vehicle and a first and second determination map used when returning the steering. These first and second determination maps are different from each other.

  The first determination map is a map used when the amount of change in acceleration is relatively large (when the acceleration is changing), such as when the vehicle starts to turn or ends. The vertical axis of the first determination map is the mass point velocity v corresponding to the jerk in the left-right direction of the vehicle, and the horizontal axis is the amount of change ΔG in the left-right acceleration of the vehicle.

  The lower range from the determination criterion is a supple operating state and a gentle operating state range, and the upper range from the determination criterion is an operating state range. Of the range below the criterion, the range of the vehicle's left-right acceleration change in a range where the amount of change in the lateral direction is greater than or equal to a predetermined amount is flexible, and the range in which the amount of change is less than the predetermined amount is gentle It is.

  The second determination map is a map that is used when the amount of change in acceleration is relatively small (such as when the acceleration is substantially constant) such as when the vehicle is turning. The vertical axis of the second determination map is the amount of change ΔG in the lateral acceleration of the vehicle, and the horizontal axis is the absolute value | G | of the lateral acceleration of the vehicle. Note that the first determination map is used when the amount of change in acceleration in the left-right direction of the vehicle shifts from a relatively small state to a large state.

  The range of the driving state in which the amount of change in the lateral acceleration of the vehicle is equal to or smaller than a predetermined amount and the absolute value of the lateral acceleration of the vehicle is equal to or larger than the predetermined value is a flexible driving state range.

  So far, the first and second determination maps have been described.

  Next, determination and evaluation of the supple driving state, the swaying driving state, and the easy driving state in the vehicle left-right direction using the first and second determination maps will be described.

  First, acceleration in the left-right direction of the vehicle is calculated from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21.

  Subsequent determination steps are substantially the same as the determination step regarding whether the vehicle is in a flexible driving state, a swaying driving state, or a gentle driving state in the vehicle longitudinal direction. That is, using the vibration model for removing noise described above, the mass point position is calculated as acceleration in the left-right direction of the vehicle from which high-frequency noise components are removed. Next, using the vibration model for calculating the mass point position, the mass point position is calculated by inputting a force f (t) due to acceleration in the left-right direction of the vehicle from which high-frequency noise components are removed to the mass point. Next, the mass point speed is calculated as the lateral jerk of the vehicle. Next, the amount of change ΔG in the lateral acceleration of the vehicle, the mass point velocity v at the end of the change, and the absolute value | G | of the acceleration in the lateral direction of the vehicle at the end of the change are calculated. Next, from the data of ΔG, v and | G |, using the first and second determination maps, whether the vehicle is in a supple driving state, a swaying driving state, or a gentle driving state Determine if there is.

  Further, when it is determined from the detection signal of the rudder angle sensor 21 that the steering operation is performed at a certain operation amount or more and at a certain frequency or more, the swaying driving state (unfavorable driving) regardless of the magnitudes of ΔG, v and | G | Operation state). That is, if the steering operation is repeatedly performed in a short time, the vibration model may not follow the frequency of the acceleration change of the vehicle by the steering operation, and the vehicle is driven in the left-right direction using the first and second determination maps. Although the operation state cannot be determined, since the steering operation is an unfavorable driving operation state, it is determined that the driving state is swaying. This determination method is substantially the same as the above-described determination method of whether the accelerator operation is performed at a certain operation amount or more and at a certain frequency or more.

  Further, when it is determined that the driving state is swaying in the left-right direction of the vehicle, the swaying driving state degree is evaluated. This evaluation method is substantially the same as the evaluation method for the degree of driving state that fluctuates in the vehicle longitudinal direction. That is, when ΔG is equal to or larger than a predetermined amount (when acceleration is changing), (ΔG, v) is within the lower range from the first evaluation criterion in the range of the driving state in which the first determination map fluctuates. When NG1, the deduction point is 1 point, when it is within the range from the first evaluation criterion to the second evaluation criterion, NG2 when the deduction point is 2 points, when it is within the upper range from the second evaluation criterion, the deduction point is NG3 Assess 3 points. This evaluation point is a real-time evaluation point of the degree of driving state that fluctuates in the vehicle left-right direction. A signal including information on the real-time evaluation point is transmitted to the meter-side controller 3.

  Also, an evaluation index of the degree of rapid driving operation in the vehicle left-right direction in the current driving of the vehicle is calculated. The details will be described below.

  That is, using the first determination map, when it is determined that the driving state is supple, 1 point is added, and when it is determined that the driving state is swaying, 1 point, 2 points, or 3 points (swinging above) (Refer to the deduction of the driving state degree)) When it is determined that the driving state is easy, the adding / subtracting point is determined to be 0. On the other hand, when it is determined that the driving state is supple using the second determination map, the added point is determined to be 0.3.

  And the evaluation index of the rapid driving operation degree in the vehicle left-right direction in the current driving of the vehicle is a supple driving state, a swaying driving state, or a gentle driving in the vehicle left-right direction in the current driving of the vehicle. It is expressed by the following equation from the number of determinations for determining whether the vehicle is in the state, the sum of the deduction points in the current driving of the vehicle, and the sum of the additional points in the current driving of the vehicle.

Evaluation index = (Total of deduction points−Total number of points added) / Number of determinations Next, from this evaluation index, in the same way as the above-described method for calculating the evaluation score of the rapid driving operation degree in the vehicle longitudinal direction, In accordance with the correlation, an evaluation score for the degree of rapid driving operation in the vehicle left-right direction is calculated.

  As described above, the determination and evaluation of the supple driving state, the swaying driving state, and the gentle driving state in the left-right direction of the vehicle are performed.

《Flapping driving degree》
As shown below, the flapping driving degree is obtained by calculating the peak occurrence frequency of the mass point speed corresponding to the jerk in the front-rear direction or the left-right direction of the vehicle.

<Fluctuation driving degree in the vehicle longitudinal direction>
First, the flapping driving degree in the vehicle longitudinal direction will be described.

-Calculation of peak frequency of mass speed corresponding to the forward / backward jerk of the vehicle-
First, calculation of the peak occurrence frequency of the mass point speed corresponding to the jerk in the longitudinal direction of the vehicle will be described.

  First, the mass velocity corresponding to the forward / backward jerk of the vehicle calculated in the calculation of the ratio of the kinetic energy of the mass point at the end of the change with respect to the change in acceleration in the longitudinal direction of the vehicle (described above, Then, the acceleration of the mass point is calculated by differentiating the mass point velocity calculated using a vibration model for calculating the position of the mass point imagining the head movement due to the change in acceleration in the front-rear direction.

Next, the peak value of the mass point velocity when the calculated mass point acceleration is 0 is calculated (obtained). This peak value is influenced by the previous peak value of the mass point velocity. Therefore, it is preferable that the peak value excludes the influence of the previous peak value on the mass point speed. Excluding the influence of the previous peak value of the mass velocity, the mass velocity peak value is v _{pr · i} , the current mass velocity peak value is v _{p · i} , and the previous mass velocity velocity peak value is v _{p · ( i-1) When} the natural damping rate from the previous peak of the mass point velocity to the current peak is δ ′, v _{pr · i} excluding the influence of the previous peak value of the mass point velocity is expressed by the following equation. The
v _{pr · i} = v _{p · i} −v _{p · (i−1)} · δ ′

Assuming that the elapsed time from the previous peak of the mass point velocity to the current peak is Δt _p , the angular natural frequency is Ω, and the damping angular natural frequency is ω _d , δ ′ is expressed by the following equation from the logarithmic damping factor. (See FIG. 6).
Ω and ω _d are expressed by the following equations, respectively.

  In addition, when the absolute value of the peak value of the mass point velocity is equal to or less than a predetermined value (threshold value), the peak is not regarded as a peak.

  As described above, the peak value of the mass point velocity is calculated.

Next, the number of occurrences per sample time of the calculated mass velocity peak is counted (calculated). The number of occurrences of this peak is an evaluation index of the degree of flapping driving (also called smooth driving) in the longitudinal direction of the vehicle. This flapping driving degree indicates the frequency of driving operation, in other words, the degree of flapping driving with a high frequency of head movement. When a driving operation is performed once, the peak occurs twice at the start and end of the operation. For example, the sample time is determined from the average vehicle speed of the vehicle over the last 2 seconds. Specifically, as shown in FIG. 13, when the average vehicle speed over the last 2 seconds is V ₁ km / h or less, the sample time is S ₁ sec, and when V ₂ km / h or more, the sample time is S S ₂ sec shorter than ₁ sec. When the average vehicle speed in the latest 2 seconds is V _{1 to} V ₂ km / h, the sample time decreases in direct proportion to the average vehicle speed. The sample time is moved and updated by a predetermined time (for example, 0.1 sec) as time elapses. That is, the count value of the number of occurrences of the mass velocity peak per sample time is updated every predetermined time.

  In addition, when the count value of the number of occurrences of the peak of the mass speed per sample time is 0, that is, when there is no driving operation in the longitudinal direction of the vehicle, the count value is excluded from the evaluation target of the flapping driving degree. Is not included in the count.

  FIG. 14 is a graph showing an example of the relationship between time and mass point velocity. In FIG. 14, black circles indicate the peak of the mass point velocity, and alternate long and short dash lines indicate the predetermined value.

  As described above, the peak occurrence frequency of the mass speed corresponding to the jerk in the front-rear direction of the vehicle is calculated.

-Judgment and evaluation of flapping driving in the longitudinal direction of the vehicle-
Next, the determination / evaluation of the degree of flapping driving in the vehicle longitudinal direction will be described.

  FIG. 15 is a graph showing an example of the relationship between the average vehicle speed and the number of occurrence of the peak of the mass point speed per sample time. In FIG. 15, black circles are driving results of excellent drivers, black squares are driving results of drivers following the excellent drivers, crosses are driving results of general drivers, and x points are drivers who are poorly driving. The operation result of is shown.

  FIG. 15 shows that the number of occurrences of the peak of the mass point speed per sample time tends to increase as the average vehicle speed increases as compared with the same driver. Further, it can be seen that the number of occurrences of the peak of the mass point speed per sample time tends to become smaller as the driver is better at driving when compared at the same average vehicle speed. The broken line in FIG. 15 shows the driving result of the best driver predicted from these.

  Thus, it can be seen that there is a correlation between the quality of the driving operation of the vehicle and the number of occurrences of the peak of the mass point speed per sample time, that is, the flapping driving degree. That is, the frequency at which the occupant's head corresponding to the mass point moves increases as the driving operation increases. And driving operation is so bad that the frequency with which a head moves is high, and it is so favorable that the frequency is low. Therefore, the degree of flapping driving in the longitudinal direction of the vehicle is determined and evaluated from the number of occurrences of the peak of the mass point speed per sample time. The details will be described below.

  First, the magnitude relationship between the number of occurrences of the peak of the mass point speed per sample time and the magnitude of 2 to 5 (corresponding to the first threshold value to the fourth threshold value) is compared. judge. Specifically, when the number of occurrences of the peak of the material point velocity per sample time is 2 or less, OK is 0 points, 3 points is NG1, 1 point is 4 points, NG2 is 2 points. When the point is 5, the deduction is 3 points at NG3, and when it is larger than 5, the deduction is 4 at NG4. That is, as described above, the peak occurs twice when the driving operation is performed once. However, when the peak is generated three times or more, that is, when the driving operation is performed twice or more, the peak is inappropriate (not good). If a necessary driving operation has been performed, points will be deducted.

  Next, the degree of flapping driving in the longitudinal direction of the vehicle is evaluated by the 5-point method. Specifically, when the above deduction is 0 point, 5 points, when the deduction point is 1, 4 points, when the deduction point is 2, 3 points, when the deduction point is 3, 2 points, and 4 points deduction In case of, it is evaluated as 1 point. In other words, this evaluation point is a point obtained by subtracting the deduction points from 5 points. This evaluation point is used as a real-time evaluation point for the degree of flapping driving in the vehicle front-rear direction.

Also, an evaluation index of the degree of flapping driving in the vehicle front-rear direction in the current driving of the vehicle is calculated. Specifically, this evaluation index is the sum of the sample times (judgment times) at which the peak of the mass point velocity occurred in the vehicle longitudinal direction during the current driving of the vehicle (the sum of all the sample times at which the peaks occurred) From the sum of the deduction points in the current driving of the vehicle, it is expressed by the following formula.
Evaluation index = Sum of deduction points / Sum of sample times when peak of mass point velocity occurred

  Next, from this evaluation index, in the same manner as the evaluation point calculation method for the sudden reduction driving operation degree in the vehicle front-rear direction described above, according to the correlation in the five-point full scale method, the vehicle front-rear direction flapping operation is performed. A degree evaluation score is calculated.

  By dividing the sum of the deduction points in the current driving of the vehicle by the sum of the sample times when the peak of the mass point speed occurred in the current driving of the vehicle, the degree of flapping driving in the longitudinal direction of the vehicle in the current driving of the vehicle is calculated. The evaluation index was calculated. By dividing the sum of the deduction points by the number of counts (judgment count) that counted the number of occurrences per sample time of the peak of the mass speed in the current driving of the vehicle, the evaluation index was calculated. May be.

  As described above, the degree of flapping driving in the vehicle front-rear direction is determined and evaluated.

<Driving driving degree in the vehicle left-right direction>
Next, the flapping driving degree in the vehicle left-right direction will be described.

-Calculation of peak frequency of mass speed corresponding to the lateral jerk of the vehicle-
First, calculation of the peak occurrence frequency of the mass point speed corresponding to the jerk of the vehicle in the left-right direction will be described.

  First, the mass speed corresponding to the jerk of the vehicle in the lateral direction calculated in the calculation of the ratio of the kinetic energy of the mass point at the end of the change with respect to the change in acceleration in the lateral direction of the vehicle (as described above, The mass point acceleration is calculated by differentiating the mass point velocity calculated using a vibration model for calculating the position of the mass point imagining the occupant's head movement due to the change in direction acceleration.

  The subsequent calculation process is substantially the same as the calculation process of the peak occurrence frequency of the mass point speed corresponding to the jerk in the longitudinal direction of the vehicle. That is, the peak value of the mass point velocity when the calculated mass point acceleration is 0 is calculated. Next, the number of occurrences of the calculated mass point velocity peak per sample time is counted.

  As described above, the peak occurrence frequency of the mass speed corresponding to the jerk in the left-right direction of the vehicle is calculated.

-Judgment and evaluation of flapping driving degree in the vehicle left-right direction-
Next, determination / evaluation of the flapping driving degree in the vehicle left-right direction will be described.

  The determination / evaluation method for the flapping driving degree in the vehicle left-right direction is substantially the same as the determination / evaluation method for the flapping driving degree in the vehicle front-rear direction. That is, the magnitude relationship between the number of occurrences of the peak of the mass point speed per sample time and the magnitude of 2 to 5 is compared, and the flapping driving degree in the vehicle left-right direction is determined from this comparison result. Next, the flapping driving degree in the vehicle left-right direction is evaluated by a five-point method. Also, an evaluation index of the degree of flapping driving in the vehicle left-right direction in the current driving of the vehicle is calculated. Next, from this evaluation index, in the same manner as the evaluation point calculation method for the sudden reduction driving operation degree in the vehicle front-rear direction described above, according to the correlation in the five-point perfect score method, the vehicle left-right fluttering operation in this time driving A degree evaluation score is calculated.

  As described above, the degree of flapping driving in the vehicle left-right direction is determined and evaluated.

《Loose driving degree》
The sluggish driving degree is obtained by calculating the ratio of the time required for the change to the change in the vehicle speed of the vehicle, as shown below.

<Calculation of ratio of time required for change of vehicle speed>
First, calculation of the ratio of the time required for the change to the change in the vehicle speed of the vehicle will be described.

  First, using the vibration model, the mass point position is calculated as the acceleration in the longitudinal direction of the vehicle. Here, the entire change in the vehicle speed is virtualized by a vibration model, and the mass point position is calculated. The details will be described below with reference to FIG. FIG. 16 shows a vibration model.

  As shown in FIG. 16, a one-degree-of-freedom viscous damping model fixed to the vehicle is used as the vibration model.

The differential equation of the mass point is expressed by the following equation (1).

  The values of mass point mass m, spring constant k, and damper damping constant C are determined as follows. That is, the values of m and k are set so that the natural frequency value is in the range of 0.03 to 0.1 Hz so that the vehicle speed history is rough (the vehicle speed change period is long). For example, when k = 20, the value of m is in the range of 50 to 500.

Further, the value of C is set so that the value of the damping ratio ζ is in the range of 0.5 to 1.0 so as to be close to the actual condition during continuous running. For example, when m = 100 and k = 20, the value of C is in the range of 45 to 90.
Here, m = 100, k = 20, and C = 50.

F (t) is expressed by the following equation.
f (t) = (mass point mass m) × (acceleration in the front-rear direction of the vehicle with high-frequency noise components removed)
As a numerical calculation method of the differential equation of Equation (1), sequential calculation using a difference equation is performed.

The first and second derivatives of the mass position x with respect to time t are expressed by the following equations (2) and (3), respectively.

Expressions (2) and (3) are substituted into Expression (1) and expanded, and expressed by the following Expression (4).

  Using this equation (4), the mass point position x (t + Δt) at time t + Δt is sequentially calculated from the mass point position x (t) at time t and the mass point position x (t−Δt) at time t−Δt. This mass point position x corresponds to the longitudinal acceleration of the vehicle.

  FIG. 17 is a graph showing an example of the relationship between time and acceleration in the longitudinal direction of the vehicle. In FIG. 17, the solid line represents the relationship between time and acceleration in the longitudinal direction of the vehicle (mass point position) calculated using the vibration model, and the broken line represents the vehicle calculated from the time and the detection signal from the vehicle speed sensor 20. The relationship with the acceleration in the longitudinal direction is shown.

  As described above, the mass point position is calculated as the acceleration in the longitudinal direction of the vehicle.

  Next, the vehicle speed is calculated by integrating the calculated mass point position with respect to time.

  FIG. 18 is a graph showing an example of the relationship between time and vehicle speed. In FIG. 18, the solid line indicates the relationship between time and the vehicle speed calculated using the vibration model, and the broken line indicates the relationship between time and the detection signal from the vehicle speed sensor 20 corresponding to the vehicle speed.

  Next, the change amount of the vehicle speed from the time when the acceleration of the vehicle is zero to the next zero is calculated.

Next, a ratio of the time required for the change to the calculated change amount of the vehicle speed is calculated. This ratio is an evaluation index of the sluggish driving degree (also referred to as the “vertical driving degree”). The sluggish driving degree indicates the degree of sluggish driving in which the change in the vehicle speed, in other words, the head movement of the occupant continues for a long time. When the ratio of the time required for the change to the change amount of the vehicle speed is Dara, the change amount of the vehicle speed is Δv _d , and the time required for the change is Δt _d , Dara is expressed by the following equation.
Dara = Δt _d / Δv _d

  FIG. 19 is a graph showing the relationship between time and vehicle speed. In FIG. 19, black circles indicate when the acceleration of the vehicle is zero.

  When the amount of change in the vehicle speed is a predetermined value (for example, 10 km / h) or less, the vehicle is considered to be traveling in a steady manner, and the amount of change is excluded from the evaluation target of the driving degree.

  As described above, the ratio of the time required for the change to the change amount of the vehicle speed is calculated.

<Determination and evaluation of sluggish driving degree>
Next, the judgment / evaluation of the sluggish driving degree will be described.

  FIG. 20 is a graph showing an example of the relationship between the average vehicle speed and the ratio of the time required for the change to the change amount of the vehicle speed. In FIG. 20, the black circles indicate the driving results of the excellent driver, the black squares indicate the driving results of the driver according to the excellent driver, and the crosses indicate the driving results of the general driver. From FIG. 20, it can be seen that the ratio of the time required for the change with respect to the change amount of the vehicle speed tends to decrease as the average vehicle speed increases as compared with the same driver.

  The continuation time during which the occupant's head corresponding to the mass point continuously moves becomes longer as the driving operation of the vehicle continues slowly. And driving | operation operation is so bad that the continuation time is long, and it is so favorable that continuation time is short. Therefore, the degree of driving is judged and evaluated based on the ratio of the time required for the change to the change in the vehicle speed. The details will be described below.

  First, the ratio of the time required for the change with respect to the change amount of the vehicle speed and the magnitude relationship between the first to fourth threshold values are compared, and the degree of driving is determined from the comparison result. The first to fourth threshold values are gradually increased in this order. Specifically, when the ratio of the time required for the change of the vehicle speed to the amount of change in the vehicle speed is equal to or less than the first threshold value, the deduction point is OK and the deduction is 0 point. 1 point, 2 points deducted at NG2 if greater than 2nd threshold and less than 3rd threshold, NG3 when 3 points greater than 3rd threshold and less than 4th threshold, greater than 4th threshold Is determined to be 4 points for NG4.

  Next, the sluggish driving degree is evaluated by the 5-point method. Specifically, when the above deduction is 0 point, 5 points, when the deduction point is 1, 4 points, when the deduction point is 2, 3 points, when the deduction point is 3, 2 points, and 4 points deduction In case of, it is evaluated as 1 point. This evaluation point is a real-time evaluation point of the sluggish driving degree.

In addition, an evaluation index of the sluggish driving degree in the current driving of the vehicle is calculated. Specifically, this evaluation index is calculated by calculating the ratio of the time required for the change to the amount of change in the vehicle speed in the current driving of the vehicle and the sum of the deduction points in the current driving of the vehicle. It is expressed by the following formula.
Evaluation index = Sum of deductions / number of calculations

  Next, from this evaluation index, the evaluation score of the sluggish driving degree in the current driving of the vehicle according to the correlation in the five-point full scale method in the same manner as the above-mentioned calculation method of the evaluation point of the rapidly decreasing driving operation degree in the longitudinal direction of the vehicle. Is calculated.

  As described above, the sluggish driving degree is judged and evaluated.

《Comprehensive judgment and evaluation of vehicle driving operation status》
The overall judgment / evaluation of the driving operation state of the vehicle will be described below.

First, an evaluation index (first evaluation index) of the rapid driving operation degree in the current driving of the vehicle is calculated. This evaluation index # 1 is the number of times of determination in the current driving of the vehicle whether it is a supple driving state, a swaying driving state, or a gentle driving state in the vehicle front-rear direction and the vehicle left-right direction. In the current driving of the vehicle, in the current driving of the vehicle, the sum of the above deduction points (deduction points are 1, 2, or 3 points) by determining that the driving state fluctuates in the vehicle front-rear direction and the vehicle left-right direction. From the sum of the additional points (additional points are 0.3 points or 1 point) determined to be a supple driving state in the vehicle front-rear direction and vehicle left-right direction, the following expression is used.
Evaluation index # 1 = (total of deduction points-total of additional points) / number of judgments

  Next, an evaluation index (second evaluation index) of the flapping driving degree in the current driving of the vehicle is calculated. This evaluation index # 2 is the sum of the sample times when the peak of the mass point velocity occurs in the vehicle front-rear direction and the vehicle left-right direction in the current driving of the vehicle, and the fluttering in the vehicle front-rear direction and the vehicle left-right direction in the current driving From the sum of the above deduction points by the determination of the driving degree, it is expressed by the following formula.

Evaluation index # 2 = total sum of deductions / sum of sample times when peak of mass point speed occurred The sum of the above deduction points in the current driving of the vehicle is the sum of sample times when the peak of mass point speed occurred during the current driving of the vehicle By dividing by, the evaluation index of the flapping driving degree in the current driving of the vehicle was obtained, but the sum of the deduction points was counted to count the number of occurrences per sample time of the peak of the mass point speed in the current driving of the vehicle The evaluation index may be obtained by dividing by the number of times.

  Next, in the same manner as the above-described method for calculating the evaluation score of the rapid driving maneuverability in the longitudinal direction of the vehicle, from the evaluation index # 1 according to the correlation in the five-point perfect score method, An evaluation point (first evaluation point) is calculated, and an evaluation point (second evaluation point) of the flapping driving degree in the current driving of the vehicle is calculated from the evaluation index # 2.

  Next, a comprehensive evaluation point (also referred to as SD degree) of the driving operation state in the current driving of the vehicle is calculated. Specifically, these evaluation points are weighted so that the evaluation point of the rapid driving operation degree in the current driving of the vehicle is larger than the evaluation point of the fluttering driving degree in the current driving of the vehicle. A comprehensive evaluation score is calculated from the evaluated evaluation scores. That is, this comprehensive evaluation score is expressed by the following formula.

Overall evaluation score = Evaluation point of sudden driving operation degree × weight ^{* 1} + Evaluation point of driving degree of flapping × weight ^* 2
The sum of the weight ^* 1 and the weight ^* 2 is 1, and the weight ^* 1 is larger than the weight ^* 2. In this way, the reason why the weight ^* 1 is set to a value larger than the weight ^* 2 is to display only the evaluation points of the swaying driving state degree in real time. A signal including information on the comprehensive evaluation score is transmitted to the meter-side controller 3.

  In addition, although the comprehensive evaluation score of the driving operation state in this driving | running | working of this vehicle was calculated | required from the rapid driving operation degree and the fluttering driving degree, you may obtain | require the comprehensive evaluation score only from the rapid driving operation degree. Further, instead of the fluttering driving degree or in addition to the rapid driving maneuvering degree and the fluttering driving degree, the overall evaluation score may be obtained from the sluggish driving degree.

  As described above, the driving operation state in the current driving of the vehicle is comprehensively determined and evaluated.

<Change of judgment criteria>
The change of the determination criterion will be described below.

  That is, the criterion is changed from the SD degree in the current driving of the vehicle. Specifically, when the number of stages, which will be described later, fluctuates according to the SD degree in the current driving of the vehicle has increased (the technology for driving the vehicle has improved), it is a supple driving state or a gentle driving state. Change or set the criteria so that it is difficult to judge. That is, as shown by the one-dot chain line in FIG. 9, when the number of stages increases, the fixed value of the overshoot rate is decreased or the predetermined amount is increased in the first determination map. , Move the judgment criteria downward (narrow the range of the supple operating state and the gentle operating state). In addition, when the number of stages increases, the damping ratio is reduced so that the mass points easily overshoot in the vibration model. On the other hand, when the number of stages decreases, the determination criterion is moved upward in the first determination map, or the damping ratio is increased in the vibration model.

《Display vehicle driving information》
The display of vehicle driving information by the vehicle display device will be described below.

  Reference numeral 3 in FIG. 1 is a meter-side controller that performs display control of vehicle operation information that is information about vehicle operation. The meter-side controller 3 receives signals from an ignition sensor 40 that detects the on / off operation of the ignition switch of the vehicle, a steering sensor 41 that detects the operation of the steering switch 50 (see FIG. 21) of the vehicle, and the like. The determination / evaluation result of the driving operation state of the vehicle by the person is displayed on the display 60 (display means, notification means). A system-side controller 1 is connected to the meter-side controller 3 so as to be able to exchange signals.

  As shown in FIG. 21, the steering switch 50 is provided on the steering 5 of the vehicle. When the steering switch 50 is pushed and operated, the display screen on the display 60 is switched as will be described in detail later.

  The display 60 is a TFT color liquid crystal multi-information display, and is provided at the right end of a meter display 6 provided in the vehicle as shown in FIG. The meter display 6 is provided with a rotation speed display 61 for displaying the rotation speed of the engine at the left end, and a vehicle speed display 62 for displaying the vehicle speed at the center.

  The meter-side controller 3 includes a determination / determination unit 30 (determination unit) to which a detection signal from the ignition sensor 40 is input, and a display control unit 31 (display) to which the detection signals from the ignition sensor 40 and the steering sensor 41 are input. Means and notification means).

  The determination / determination unit 30 determines message information about the current driving operation of the vehicle, determination of the stage, and determination of advice information about the next driving operation of the vehicle from the result of the comprehensive determination / evaluation by the comprehensive determination unit 17. I do. The details will be described below.

<Determination of message information about the current driving operation of the vehicle>
First, the determination of message information about the current driving operation of the vehicle will be described.

  That is, when it is determined from the detection signal of the ignition sensor 40 that the ignition is turned on from the ignition on, the message information about the current driving operation of the vehicle from the SD degree in the current driving of the vehicle calculated by the comprehensive determination unit 17. Select and confirm. Specifically, when the SD degree in the current driving of the vehicle is 5.0, it is “great driving”, when it is 4.0 to 4.9, or the SD degree in the current driving of the vehicle is 2.0. If it is ˜3.9 and the SD degree in the current driving of the vehicle is equal to or greater than the latest cumulative average SD degree (this cumulative average SD degree will be described later), “Improved” is selected and determined as message information. When the SD degree in the current driving of the vehicle is 2.0 to 3.9 and the SD degree in the current driving of the vehicle is less than the latest cumulative average SD degree, or the SD degree in the current driving of the vehicle is When the value is 1.0 to 1.9, the message information is not selected or determined.

  As described above, the message information about the current driving operation of the vehicle is determined.

<Determination of stage>
Next, stage determination will be described. This stage indicates the stage evaluation of the driving operation, and is from the 1st stage to the 5th stage. A signal including information about the stage is transmitted to the system-side controller 1.

First, when it is determined from the detection signal of the ignition sensor 40 that the ignition is turned on from the ignition on, the cumulative average SD degree is calculated from the most recent ten SD degrees calculated by the comprehensive determination unit 17. That is, this cumulative average SD degree is expressed by the following equation.
Cumulative average SD degree = (Sum of the latest 10 SD degrees) / 10

  When the cumulative average SD degrees for the latest five times are 4.75 or more, the stage is increased by one stage, and when all the cumulative average SD degrees for the latest 15 times are less than 2.0, the stage is increased by one stage. Lower. Otherwise, keep the stage.

  As described above, the stage is determined.

  When the number of stages increases, the system-side controller 1 strictly determines and evaluates the driving operation state of the vehicle. For example, the first and second predetermined values used in the five-point perfect score method are reduced (see the broken line in FIG. 12), or the sample time used for calculating the peak occurrence frequency is increased. On the other hand, when the number of stages decreases, the judgment / evaluation of the driving operation state is relaxed. For example, the first and second predetermined values are increased or the sample time is shortened.

<Determination of advice information for the next driving operation of the vehicle>
Next, determination of advice information for the next driving operation of the vehicle will be described.

  That is, when it is determined from the detection signal of the ignition sensor 40 that the ignition is turned on from the ignition on, the next time of the vehicle is calculated from the SD degree in the current driving of the vehicle and the latest cumulative average SD degree calculated by the comprehensive judgment unit 17. Select / determine advice information on driving operations. Specifically, when the SD degree in the current driving of the vehicle is 5.0, “Let's always challenge to be able to do this driving”, the SD degree in the current driving of the vehicle is 4.0 to 4. In case of 9, select and decide as advice information “Let's maintain this tone and challenge the higher level”.

  In addition, when the SD degree in the current driving of the vehicle is 2.0 to 3.9 and the SD degree in the current driving of the vehicle is equal to or greater than the latest cumulative average SD degree, "Sho" is selected and determined as advice information.

  Furthermore, when the SD degree in the current driving of the vehicle is 2.0 to 3.9 and the SD degree in the current driving of the vehicle is less than the latest cumulative average SD degree, or the SD degree in the current driving of the vehicle is In the case of 1.0 to 1.9 (not more than a predetermined number of points), the driving operation having the lowest evaluation in this driving is determined, and advice information corresponding to the driving operation is selected and determined. This advice information includes "driving advice refrain from frequent accelerator operations", "driving advice refrain from frequent braking operations", "driving advice refrain from frequent steering operations", "driving advice moderate There are "Let's keep acceleration", "Driving advice, try to decelerate moderately", "Driving advice, let's keep smooth steering operation", and "Driving advice, keep driving sharply".

  As described above, the message information about the current driving operation of the vehicle is determined.

<Display of vehicle driving information on display>
Next, display of vehicle driving information on the display 60 by the display control unit 31 will be described.

  In other words, when the ignition is on (including not only when the vehicle is running but also when the vehicle is stopped), the supple driving state (preferred driving operation state) determined and evaluated by the comprehensive determination unit 17 and the determination / determination unit 30. The vehicle driving information including information on the swaying driving state (unfavorable driving operation state) and the gentle driving state (preferred driving operation state) is displayed on the display 60 as a normal screen. First, the first normal screen is displayed as the normal screen. Details of the first normal screen will be described below with reference to FIGS. FIG. 23 to FIG. 26 each show an example of the first normal screen NS1, FIG. 23 shows a state in which a later-described flexible operation display section is turned on, and FIG. FIG. 25 shows a state in which the driving display unit that fluctuates back and forth is lit up, FIG. 25 shows a state in which the driving display unit that fluctuates left and right is lit up, and FIG. 26 shows a state in which a gentle operation display unit is lit up. Is.

  As shown in FIGS. 23 to 26, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left on the uppermost side of the first normal screen NS1. In the examples of FIGS. 23 to 26, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the lower side of the first normal screen NS1, the outside air temperature, the AT gear position, and the CVT mode display section, a flexible operation display section (first display section) 63, and an operation display section that swings back and forth (second display section) 64. Further, an operation display unit (second display unit) 65 that sways left and right and a gentle operation display unit (third display unit) 66 are provided.

  The flexible driving display unit 63, the driving display unit 64 that swings back and forth, and the driving display unit 65 that swings left and right are arranged side by side in the vehicle left-right direction. Is curved so as to protrude above both ends. A flexible operation display unit 65 is provided on the left side of the supple operation display unit 63, and an operation display unit 64 is provided on the right side. The gentle driving display unit 66 is provided at the same position in the left-right direction of the vehicle as the flexible driving display unit 63. The flexible operation display unit 63 and the gentle operation display unit 66 have a substantially trapezoidal shape, and the operation display unit 64 that fluctuates back and forth and the operation display unit 65 that fluctuates left and right have a substantially rectangular shape.

  The flexible operation display unit 63 protrudes below the operation display unit 64 that swings back and forth, the operation display unit 65 that swings left and right, and the gentle operation display unit. In addition, although the flexible driving | operation display part 63 protrudes below, you may protrude on an upper side or the up-down direction both sides. The flexible operation display unit 63 has a larger area than the operation display unit 64 swaying back and forth, the operation display unit 65 swaying left and right, and the gentle operation display unit.

  When the state determining unit 13 determines that the driving state is supple in the vehicle front-rear direction or the left-right direction of the vehicle, the supple driving display unit 63 displays a light-up display in blue in real time (lamp lighting). ) Specifically, the supple operation display unit 63 has three areas in the vertical direction, although not shown in the drawing, and when the lighting is displayed, the lighting display is sequentially performed from the lowermost area. All areas are lit and displayed (see FIG. 23).

  When the state display unit 64 determines that the driving display unit 64 swings in the front-rear direction, the state of the swinging driving state is displayed as a bar in real time. This bar (gauge) has three scales (segments) in the left-right direction of the vehicle, and these scales (areas) are from the left side (the supple driving display unit 63 side) to the right side (the side opposite to the supple driving display unit 63). The area increases as you go to. Then, as the driving state that fluctuates in the vehicle front-rear direction increases, the display is displayed in stages from the left side to the right side. Specifically, when the evaluation point (real-time evaluation point) of the swaying driving state degree is 1 point, the innermost (left side) scale, and when the deduction point is 2, the second from the innermost side. When the scale and deduction points are 3 points, the third scale from the innermost side is lit in white (in FIG. 24, it is displayed in gray for easy viewing). In this way, the display color on the driving display unit 64 that moves back and forth is different from the display color on the flexible operation display unit 63. In the example of FIG. 24, all three graduations are lit and displayed (full mark). As described above, since the swaying driving state degree is represented by the increase / decrease of the scale, the driver's line-of-sight movement can be suppressed.

  When the state determination unit 13 determines that the driving display unit 65 swaying from side to side is swaying in the vehicle left-right direction, the swaying driving state degree is displayed as a bar in real time. This bar has three scales in the left-right direction of the vehicle, and these scales increase in area from the right side (the supple driving display unit 63 side) to the left side (the side opposite to the supple driving display unit 63). . Then, as the driving state degree that fluctuates in the left-right direction of the vehicle increases, the level is displayed from the inside to the outside. Specifically, when the evaluation point (real-time evaluation point) of the swaying driving state degree is 1 point, the innermost (right side) scale, and when the deduction point is 2, the second from the innermost side. When the scale and deduction points are 3 points, the third scale from the innermost side is lit in white (in FIG. 25, it is displayed in gray to make the figure easier to see). Thus, the display color in the operation display unit 65 that fluctuates left and right is the same as the display color in the operation display unit 64 that fluctuates back and forth. In the example of FIG. 25, all three graduations are lit.

  When the state determination unit 13 determines that the driving state is gentle in the vehicle front-rear direction and the vehicle left-right direction, the easy driving display unit 66 is lit and displayed in green in real time to notify that fact (FIG. 26). See). In this way, the display color in the gentle operation display unit 66 and the display color in the flexible operation display unit 63 are different from the display color in the driving display unit 64 that fluctuates back and forth.

  Further, only one of the flexible operation display unit 63, the swaying operation display units 64 and 65, and the gentle operation display unit 66 is lit and displayed. That is, the flexible operation display unit 63, the swaying operation display units 64 and 65, and the gentle operation display unit 66 are not lit at the same time. However, the operation display unit 64 that fluctuates back and forth and the operation display unit 65 that fluctuates left and right may be lit at the same time.

  On the lower side of the first normal screen NS1, the flexible driving display unit 63, the driving display unit 64 swinging back and forth, the driving display unit 65 swinging right and left, and the gentle driving display unit 66 are sequentially arranged from the top in terms of instantaneous fuel consumption, travelable distance, The fuel gauge and travel distance (total travel distance (ODO) or travel distance (TRIP)) are displayed. In the examples of FIGS. 23 to 26, the instantaneous fuel consumption is displayed as “32.6 km / L”, the travelable distance is “1280 km”, and the total travel distance is “262512”. The fuel gauge has a half scale that is lit.

  When it is determined from the detection signal of the steering sensor 41 that the steering switch 50 is pushed (predetermined operation), the display screen is switched and displayed on the display 60. Specifically, when the steering switch 50 is pressed, the display screen is switched in the order of the first normal screen NS1, the second normal screen, the third normal screen, the fourth normal screen, and the fifth normal screen each time the operation is performed. When the steering switch 50 is pressed in the fifth normal screen, the display screen returns to the first normal screen NS1. The second to fifth normal screens will be described below with reference to FIGS. 27 shows an example of the second normal screen NS2, FIG. 28 shows an example of the third normal screen NS3, FIG. 29 shows an example of the fourth normal screen NS4, and FIG. It is a figure which shows an example of 5th normal screen NS5.

  As shown in FIG. 27, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left at the top of the second normal screen NS2. In the example of FIG. 27, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the second normal screen NS2, on the lower side of the outside air temperature, AT gear position and CVT mode display section, a flexible operation display section 63, an operation display section 64 swinging back and forth, an operation display section 65 swinging left and right and a gentle operation display section 66 is provided. The arrangement / configuration and display method of these display units are the arrangement / configuration of the flexible operation display unit 63, the back and forth operation display unit 64, the left / right operation display unit 65 and the easy operation display unit 66 of the first normal screen NS1, respectively. The configuration and display method are almost the same.

  On the lower side of the second normal screen NS2, on the lower side of the flexible driving display unit 63, the driving display unit 64 swinging back and forth, the driving display unit 65 swinging left and right, and the gentle driving display unit 66, the instantaneous fuel consumption, average fuel consumption, fuel The gauge and mileage are displayed. In the example of FIG. 27, the instantaneous fuel consumption is “32.6 km / L”, the average fuel consumption is “14.9 km / L”, and the total travel distance is “262512”. The fuel gauge has a half scale that is lit.

  As shown in FIG. 28, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left at the top of the third normal screen NS3. In the example of FIG. 28, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the lower side of the third normal screen NS3, the outside air temperature, the AT gear position, and the CVT mode display section, a flexible operation display section 63, a driving display section 64 swinging back and forth, a driving display section 65 swinging left and right, and a gentle driving display section. 66 is provided. The arrangement / configuration and display method of these display units are the arrangement / configuration of the flexible operation display unit 63, the back and forth operation display unit 64, the left / right operation display unit 65 and the easy operation display unit 66 of the first normal screen NS1, respectively. The configuration and display method are almost the same.

  On the third normal screen NS3, on the lower side of the flexible driving display unit 63, the driving display unit 64 swinging back and forth, the driving display unit 65 swinging right and left, and the gentle driving display unit 66, the average fuel consumption, average vehicle speed, fuel The gauge and mileage are displayed. In the example of FIG. 28, the average fuel consumption is displayed as “14.9 km / L”, the average vehicle speed is “50.9 km / h”, and the total travel distance is “262512”. The fuel gauge has a half scale that is lit.

  As shown in FIG. 29, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left on the top of the fourth normal screen NS4. In the example of FIG. 29, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the lower side of the fourth normal screen NS4, the outside air temperature, the AT gear position, and the CVT mode display section, a flexible operation display section 63, a driving display section 64 swinging back and forth, a driving display section 65 swinging left and right, and a gentle driving display section. 66 is provided. The arrangement / configuration and display method of these display units are the arrangement / configuration of the flexible operation display unit 63, the back and forth operation display unit 64, the left / right operation display unit 65 and the easy operation display unit 66 of the first normal screen NS1, respectively. The configuration and display method are almost the same.

  On the lower side of the fourth normal screen NS4, the gradual operation display unit 63, the swaying operation display unit 64, the left and right swaying operation display unit 65, and the gentle operation display unit 66, in this order from the top, this time idling stop, cumulative idling stop. , Fuel gauge and mileage are displayed. In this time idling stop, the idling stop time in the current driving of the vehicle is displayed. In the accumulated idling stop, the accumulated idling stop time is displayed. In the example of FIG. 29, the current idling stop is “30h20m40s”, the cumulative idling stop is “1104h50m”, and the total travel distance is “262512”. The fuel gauge has a half scale that is lit.

  As shown in FIG. 30, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left at the top of the fifth normal screen NS5. In the example of FIG. 30, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the fifth normal screen NS5, information on “Smart Driving” (smart drive support) is displayed below the display portion of the outside air temperature, the AT gear position, and the CVT mode. As this information, the stage, average, and current score are displayed in order from the top. In this average, the cumulative average SD degree calculated by the determination / determination unit 30 is displayed. Note that the average does not fluctuate while the ignition is on. In the current score, the SD degree (the total evaluation score of the driving operation state) in the current driving of the vehicle calculated by the comprehensive determination unit 17 is displayed in real time. This score is updated every 5 seconds. In the example of FIG. 30, the stage is “1st stage”, the average is “2.8”, and the current score is “1.2”.

  On the fifth normal screen NS5, a fuel gauge and a travel distance are displayed in order from the top below the information display section for “Smart Driving”. In the example of FIG. 30, the total travel distance is displayed as “262512”. The fuel gauge has a half scale that is lit.

  As described above, the normal temperature NS1 to NS5 always displays the temperature, the AT gear position, the CVT mode, the fuel gauge, and the travel distance.

  Further, when it is determined from the detection signal of the ignition sensor 40 that the ignition is turned on from the ignition on, the message information about the current driving operation of the vehicle and the next driving operation of the vehicle determined by the determination / determination unit 30 are determined. After the advice information is displayed on the display 60 as an ending screen, the display on the display 60 is terminated. Specifically, when it is determined that the ignition is off, the vehicle driving information about the current driving of the vehicle is displayed on the display 60 for a predetermined time (for example, for 5 seconds) as the first ending screen, and then the current driving operation of the vehicle Message information and advice information about the next driving operation of the vehicle are displayed as a second ending screen on the display 60 for a predetermined time (for example, for 5 seconds), and then the display is terminated. The first ending screen includes information on the supple driving state, the swaying driving state and the gentle driving state in the current driving of the vehicle, and information on the current eco driving of the vehicle. Details of the first and second ending screens will be described below with reference to FIGS. 31 and 32. FIG. FIG. 31 shows an example of the first ending screen ES1, and FIG. 32 shows an example of the second ending screen ES2.

  As shown in FIG. 31, the first ending screen ES1 displays information about idling stop on the upper side and information about “Smart Driving” on the lower side. As information about the idling stop, the idling stop rate this time is displayed on the upper side, and the cumulative effect is displayed on the lower side. The idling stop rate is a ratio of the idling stop time to the stop time in the current driving of the vehicle. The cumulative effect indicates the cumulative effect of the idling stop from the time of purchase of the vehicle to the present time by the number of trees. In addition, as information about “Smart Driving”, a stage, an average, and a current score are displayed in order from the top. In the example of FIG. 31, the current idling stop rate is “87%”, the cumulative effect is “20”, the stage is “1st stage”, the average is “2.8”, and the current score is “1.2”. It is displayed.

  As shown in FIG. 32, information about “Smart Driving” is displayed on the second ending screen ES2. As this information, message information about the current driving operation of the vehicle is displayed on the upper side, and advice information about the next driving operation of the vehicle is displayed on the lower side. In the example of FIG. 32, the message information about the current driving operation of the vehicle is “great driving”, and the advice information about the next driving operation of the vehicle is “Let's always challenge to be able to drive this”. It is displayed.

  Furthermore, when it is determined from the detection signal of the ignition sensor 40 that the ignition is turned on from the ignition off, the vehicle driving information about the previous driving operation of the vehicle is displayed on the display 60 as a start screen, and then the current driving of the vehicle is displayed. Vehicle driving information is displayed on the display 60. Specifically, when it is determined that the ignition is turned on / off, the vehicle driving information about the previous driving of the vehicle is displayed on the display 60 as a first start screen for a predetermined time (for example, for 5 seconds), and then the previous driving operation of the vehicle. Message information and advice information about the current driving operation of the vehicle are displayed on the display 60 as a second start screen for a predetermined time (for example, for 5 seconds), and then the first normal screen NS1 is displayed on the display 60. The first and second start screens will be described below with reference to FIGS. 33 and 32. FIG. 33 shows an example of the first start screen SS1.

  As shown in FIG. 33, the outside air temperature, the AT gear position, and the CVT mode are displayed in order from the left at the top of the first start screen SS1. In the example of FIG. 33, the outside air temperature is “26 °”, the AT gear position is “D”, and the CVT mode is “SS”.

  On the first start screen SS1, the average and the previous score are displayed in order from the top below the outside temperature, AT gear position, and CVT mode display. In the previous score, the SD degree in the previous driving of the vehicle is displayed. In the example of FIG. 33, the average is “3.5” and the previous score is “2.4”.

  On the lower side of the previous score display section of the first start screen SS1, a fuel gauge and a travel distance are displayed in order from the top. In the example of FIG. 30, the total travel distance is displayed as “262512”. The fuel gauge has a half scale that is lit.

  The second start screen SS2 is exactly the same as the second ending screen ES2 displayed in the previous driving of the vehicle.

  When the ignition is turned on, if there is a change in the stage, that fact is notified by sound.

  Further, the display mode of the vehicle driving information on the display 60 is changed based on the driving operation state of the vehicle. Specifically, the display color in the display section of the stage in the fifth normal screen NS5 and the first ending screen ES1 is changed according to the number of stages determined by the determination / determination section 30.

《Judgment / evaluation control of vehicle driving operation status》
Hereinafter, determination / evaluation control of the driving operation state of the vehicle by the system-side controller 1 will be described with reference to the flowchart of FIG.

  First, in step S1, determination / evaluation control of a supple driving state, a swaying driving state, and a gentle driving state in the vehicle longitudinal direction is performed. In the subsequent step S2, determination / evaluation control of a supple driving state, a swaying driving state, and a gentle driving state in the vehicle left-right direction is performed. In the following step S3, the determination / evaluation control of the sluggish driving degree is performed. In subsequent step S4, determination / evaluation control of the degree of flapping driving in the vehicle front-rear direction is performed. In the following step S5, determination / evaluation control of the degree of flapping driving in the left-right direction of the vehicle is performed. In subsequent step S6, comprehensive determination / evaluation control of the driving operation state of the vehicle is performed. The details will be described below.

  First, the determination / evaluation control of the supple driving state, the swaying driving state, and the gentle driving state in the vehicle longitudinal direction in step S1 will be described with reference to the flowchart of FIG.

  First, in step SA1, the longitudinal acceleration of the vehicle is calculated by differentiating the detection signal from the vehicle speed sensor 20 corresponding to the vehicle speed with respect to time.

  In the subsequent step SA2, the mass point position is calculated from the acceleration in the longitudinal direction of the vehicle calculated in step SA1 as the acceleration in the longitudinal direction of the vehicle by removing high frequency noise components using a vibration model.

  In the subsequent step SA3, using a vibration model in which the movement of the head of the occupant due to the change in the acceleration in the longitudinal direction of the vehicle is hypothesized from the acceleration in the longitudinal direction of the vehicle from which the high-frequency noise component calculated in step SA2 is removed. The mass point position is calculated.

  In the subsequent step SA4, the mass point speed is calculated as the jerk in the longitudinal direction of the vehicle by differentiating the mass point position calculated in step SA3 with respect to time.

  In the following step SA5, the change amount calculation unit 10, the jerk calculation unit 11, and the acceleration calculation unit 12 change the amount of change in acceleration in the longitudinal direction of the vehicle when the input to the mass point is 0, and the end of the change (mass point). The absolute value of the acceleration in the front-rear direction of the vehicle at the end of the change in the mass point velocity when the input to the next becomes zero) is calculated.

  In the following step SA6, the change in the longitudinal acceleration of the vehicle calculated in step SA5 by the state determination unit 13, the mass velocity at the end of the change, and the acceleration in the longitudinal direction of the vehicle at the end of the change are calculated. From the absolute value, the first and second determination maps are used to determine whether the vehicle longitudinal direction is a supple driving state, a swaying driving state, or a gentle driving state.

  In subsequent step SA7, when it is determined in step SA6 that the driving state is swaying in the vehicle front-rear direction, the state determination unit 13 evaluates the swaying driving state degree.

  In subsequent step SA8, the state determination unit 13 calculates an evaluation index of the rapid driving operation degree in the vehicle front-rear direction in the current driving of the vehicle.

  In subsequent step SA9, the state determination unit 13 calculates an evaluation score of the degree of rapid driving operation in the vehicle front-rear direction in the current driving of the vehicle from the evaluation index calculated in step SA8. Then proceed to return.

  Subsequently, the determination / evaluation control of the supple driving state, the swaying driving state, and the gentle driving state in the vehicle left-right direction in step S2 will be described with reference to the flowchart of FIG.

  First, in step SB1, acceleration in the left-right direction of the vehicle is calculated from detection signals from the vehicle speed sensor 20 and the steering angle sensor 21.

  In the subsequent step SB2, the mass position is calculated as the lateral acceleration of the vehicle from which high frequency noise components have been removed using the vibration model from the lateral acceleration of the vehicle calculated in step SB1.

  In the following step SB3, the vibration model calculated in step SB2 is used to remove the high-frequency noise component, and from the lateral acceleration of the vehicle, using a vibration model that virtualizes the movement of the passenger's head due to the change in the lateral acceleration of the vehicle. The mass point position is calculated.

  In the subsequent step SB4, the mass point speed is calculated as the jerk in the left-right direction of the vehicle by differentiating the mass point position calculated in step SB3 with respect to time.

  In subsequent step SB5, the change amount calculation unit 10, the jerk calculation unit 11 and the acceleration calculation unit 12 change the amount of change in the lateral acceleration of the vehicle when the input to the mass point is 0, and the mass point at the end of the change. The absolute value of the acceleration in the left-right direction of the vehicle at the end of the speed and its change is calculated.

  In subsequent step SB6, the state determination unit 13 calculates the change in the lateral acceleration of the vehicle calculated in step SB5, the mass velocity at the end of the change, and the acceleration in the lateral direction of the vehicle at the end of the change. From the absolute value, the first and second determination maps are used to determine whether the vehicle is in a flexible driving state, a swinging driving state, or a gentle driving state in the left-right direction of the vehicle.

  In step SB7, when it is determined in step SB6 that the driving state is swaying in the vehicle left-right direction, the state determination unit 13 evaluates the swaying driving state degree.

  In subsequent step SB8, the state determination unit 13 calculates an evaluation index of the sudden driving operation degree in the vehicle left-right direction in the current driving of the vehicle.

  In subsequent step SA9, the state determination unit 13 calculates an evaluation score of the rapid driving operation degree in the vehicle left-right direction in the current driving of the vehicle from the evaluation index calculated in step SB8. Then proceed to return.

  Next, the sluggish driving degree determination / evaluation control in step S3 will be described with reference to the flowchart of FIG.

  First, in step SC1, the ratio calculation unit 15 uses a vibration model in which a rough change in vehicle speed is virtually calculated from the acceleration in the longitudinal direction of the vehicle from which high-frequency noise components calculated in step SA2 are removed. Calculate the mass position.

  In subsequent step SC2, the vehicle speed is calculated by integrating the mass point position calculated in step SC1 with respect to time by the ratio calculation unit 15.

  In subsequent step SC3, the ratio calculation unit 15 calculates the amount of change in the vehicle speed from when the vehicle acceleration is zero to the next zero.

  In subsequent step SC4, the ratio calculation unit 15 determines whether or not the change amount of the vehicle speed calculated in step SC3 is larger than a predetermined value. When it is larger than the predetermined value (in the case of YES), the process proceeds to step SC5, whereas when it is equal to or smaller than the predetermined value (in the case of NO), the process proceeds to return.

  In step SC5, the ratio calculation unit 15 calculates the ratio of the time required for the change to the change amount of the vehicle speed calculated in step SC3.

  In subsequent step SC6, the sluggish driving degree determination unit 16 compares the ratio of the time required for the change with respect to the change amount of the vehicle speed calculated in step SC5 and the magnitude relationship between the first to fourth threshold values, and the comparison result. Therefore, the driving degree is judged gently.

  In the subsequent step SC7, the sluggish driving degree determination unit 16 evaluates the sluggish driving degree.

  In subsequent step SC8, the sluggish driving degree determination unit 16 calculates an evaluation index of the sluggish driving degree in the current driving of the vehicle.

  In the subsequent step SC9, the sluggish driving degree determination unit 16 calculates an evaluation point of the sluggish driving degree in the current driving of the vehicle from the evaluation index calculated in step SC8. Then proceed to return.

  Subsequently, the determination / evaluation control of the flapping driving degree in the vehicle front-rear direction in step S4 will be described with reference to the flowchart of FIG.

  First, in step SD1, the flutter driving degree determination unit 14 differentiates the mass point velocity calculated in step SA4 to calculate the mass point acceleration.

  In subsequent step SD2, the flutter driving degree determination unit 14 calculates the peak value of the mass velocity when the mass acceleration calculated in step SD1 is zero.

  In subsequent step SD3, the flapping driving degree determination unit 14 determines whether or not the absolute value of the peak value of the mass speed calculated in step SD2 is larger than a predetermined value. If it is larger than the predetermined value (in the case of YES), the process proceeds to step SD4, whereas if it is not larger than the predetermined value (in the case of NO), the process proceeds to return.

  In step SD4, the number of occurrences per sample time of the peak of the mass speed calculated in step SD2 is counted by the flapping driving degree determination unit 14.

  In the following step SD5, the flapping driving degree determination unit 14 compares the magnitude relationship between the number of occurrences per sample time of the peak of the mass point speed counted in step SD4 and 2-5, and from this comparison result, Determine the direction of flapping driving.

  In subsequent step SD6, the flapping driving degree determination unit 14 evaluates the flapping driving degree in the vehicle front-rear direction.

  In subsequent step SD7, the flapping driving degree determination unit 14 calculates an evaluation index of the flapping driving degree in the vehicle front-rear direction in the current driving of the vehicle.

  In subsequent step SD8, the flapping driving degree determination unit 14 calculates an evaluation score of the flapping driving degree in the vehicle front-rear direction in the current driving of the vehicle from the evaluation index calculated in step SD7. Then proceed to return.

  Subsequently, the determination / evaluation control of the flapping driving degree in the vehicle left-right direction in step S5 will be described with reference to the flowchart of FIG.

  First, in step SE1, the mass point acceleration is calculated by differentiating the mass point speed calculated in step SB4 by the flapping driving degree determination unit 14.

  In subsequent step SE2, the flutter driving degree determination unit 14 calculates the peak value of the mass velocity when the mass acceleration calculated in step SE1 is zero.

  In subsequent step SE3, the fluttering driving degree determination unit 14 determines whether or not the absolute value of the peak value of the mass point speed calculated in step SE2 is larger than a predetermined value. When it is larger than the predetermined value (in the case of YES), the process proceeds to step SE4, whereas when it is equal to or smaller than the predetermined value (in the case of NO), the process proceeds to return.

  In step SE4, the flapping driving degree determination unit 14 counts the number of occurrences per sample time of the peak of the mass point speed calculated in step SE2.

  In the following step SE5, the fluttering driving degree determination unit 14 compares the magnitude relationship between the number of occurrences per sample time of the peak of the mass point speed counted in step SE4 and 2-5. Determine the direction of flapping driving.

  In the subsequent step SE6, the flapping driving degree determination unit 14 evaluates the flapping driving degree in the vehicle left-right direction.

  In subsequent step SE7, the flapping driving degree determination unit 14 calculates an evaluation index of the flapping driving degree in the vehicle left-right direction in the current driving of the vehicle.

  In subsequent step SE8, the flapping driving degree determination unit 14 calculates an evaluation score of the flapping driving degree in the vehicle left-right direction in the current driving of the vehicle from the evaluation index calculated in step SE7. Then proceed to return.

  Next, the comprehensive determination / evaluation control of the driving operation state of the vehicle in step S6 will be described with reference to the flowchart of FIG.

  First, in step SF1, the comprehensive determination unit 17 calculates an evaluation index for the degree of rapid driving operation in the current driving of the vehicle.

  In subsequent step SF2, the comprehensive determination unit 17 calculates an evaluation index of the flapping driving degree in the current driving of the vehicle.

  In subsequent step SF3, the comprehensive determination unit 17 calculates the rapid driving operation degree in the current driving of the vehicle from the evaluation index calculated in step SF1, and the fluttering in the current driving of the vehicle from the evaluation index calculated in step SF2. Calculate the driving score.

  In subsequent step SF4, the comprehensive determination unit 17 calculates a comprehensive evaluation point of the driving operation state in the current driving of the vehicle from the evaluation point calculated in step SF3. Then proceed to return.

  Further, display control of vehicle driving information by the meter-side controller 3 will be described with reference to the flowchart of FIG.

  First, in step SG1, the display control unit 31 determines from the detection signal of the ignition sensor 40 whether or not the ignition is turned on from the ignition off. If the ignition is turned on (in the case of YES), the process proceeds to SG2. On the other hand, if the ignition is not turned on (in the case of NO), the process returns to SG1.

  In step SG2, the display control unit 31 displays the first start screen SS1 (see FIG. 33) on the display 60, and then displays the second start screen SS2 (see FIG. 32) on the display 60.

  In subsequent step SG3, the display control unit 31 displays the first normal screen NS1 (see FIGS. 23 to 26) on the display 60.

  In subsequent step SG4, the display control unit 31 determines from the detection signal of the steering sensor 41 whether or not the steering switch 50 has been pushed. If the button is pressed (YES), the process proceeds to step SG5. If the button is not pressed (NO), the process proceeds to step SG6.

  In step SG5, the display controller 31 switches the display screen on the display 60. Specifically, each time the steering switch 50 is pushed, the display screen is changed from the first normal screen NS1 to the second normal screen NS2 (see FIG. 27), the third normal screen NS3 (see FIG. 28), the fourth The normal screen NS4 (see FIG. 29) and the fifth normal screen NS5 (see FIG. 30) are switched in this order.

  In step SG6, the display control unit 31 determines from the detection signal of the ignition sensor 40 whether or not the ignition is turned off. If the ignition is turned off (in the case of YES), the process proceeds to step SG7. If the ignition is not turned off (in the case of NO), the process returns to step SG4.

  In step SG7, the display control unit 31 displays the first ending screen ES1 (see FIG. 31) on the display 60, and then displays the second ending screen ES2 (see FIG. 32) on the display 60.

  In the subsequent step SG8, the display on the display 60 is terminated. Then go to the end.

  As described above, the vehicle driving support device informs the driver of the driving operation state of the vehicle by the driver, in particular, the driving operation state when the acceleration of the vehicle is changing, and the driver learns this. This improves driving skills. This increases the enjoyment of driving the vehicle and realizes economical and environmentally friendly driving. Specifically, acceleration / deceleration driving, turning operation, and smooth driving that are comfortable for the occupant are realized, and accordingly, unnecessary acceleration / deceleration is reduced and fuel efficiency is improved.

-Effect-
As described above, according to the present embodiment, when the first related value related to the amount of change in the acceleration of the vehicle is greater than or equal to the predetermined value, the first determination map is used to relate the first related value and the vehicle jerk. Based on the ratio of the kinetic energy of the mass point at the end of the change to the amount of change in vehicle acceleration, calculated using a vibration model representing the motion of the mass point in the passenger compartment based on the second related value While determining the driving operation state of the vehicle according to the set determination criterion, when the first related value is smaller than the predetermined value, the second related map is different from the first determined map, Since the driving operation state of the vehicle is determined based on the third related value related to the acceleration of the vehicle, the driving operation state of the vehicle can be accurately determined regardless of the magnitude of the change in acceleration.

  In addition, when the first related value is smaller than the predetermined value, it is determined whether the driving state is a flexible driving state with a moderate acceleration change. Can be accurately determined.

  Furthermore, since the information about the driving operation state of the vehicle is displayed, the driver can know the information about the driving operation state, and based on this information, the technology of the driving operation of the vehicle can be improved. .

(Other embodiments)
In the above embodiment, the second related value related to the jerk of the vehicle is calculated from the detection signals from the vehicle speed sensor 20 and the rudder angle sensor 21 using the vibration model. The second related value may be calculated using a vibration model from detection signals from the vehicle longitudinal G sensor and the vehicle lateral G sensor.

  In the above embodiment, when the SD degree in the current driving of the vehicle is lower than the predetermined score, advice information about the next driving operation of the vehicle is displayed on the display 60, but this information is notified by sound. May be. Furthermore, instead of or in addition to the display, it may be displayed on the display 60 that the SD degree in the current driving of the vehicle is lower than a predetermined score, or may be notified by sound (notification means). .

  Furthermore, in the said embodiment, although the display 60 is provided in the right end part of the meter indicator 6, you may provide in the vehicle left-right direction center part of the meter indicator 6 as shown in FIG. At this time, a rotation speed display unit 61 is disposed on the left side of the display 60 and a vehicle speed display unit 62 is disposed on the right side. In the example of FIG. 42, the gentle operation display unit 66 is provided below the supple operation display unit 63, and the supple operation display unit 63 (or the gentle operation display unit 66), the operation display unit 64 swinging back and forth, and A left and right driving display unit 65 is juxtaposed in the left-right direction of the vehicle.

  Furthermore, in the above embodiment, the flexible driving display unit 63 (or the gentle driving display unit 66), the driving display unit 64 swinging back and forth, and the driving display unit 65 swinging left and right are arranged side by side in the vehicle left-right direction. It may be arranged as shown.

  In the example of FIG. 43, the easy operation display unit 66 is provided at the same position as the supple operation display unit 63. In addition, an operation display unit 64 that swings back and forth and an operation display unit 65 that swings left and right are provided around the flexible operation display unit 63 (or a gentle operation display unit 66). Specifically, the operation display unit 64 that swings back and forth is a flexible operation display unit 63 (or a gentle operation display unit 66). 66) on both sides in the vehicle left-right direction. The flexible operation display unit 63 and the gentle operation display unit 66 have a circular shape, and the operation display unit 64 that swings back and forth and the operation display unit 65 that moves left and right have a tapered shape that narrows from the inside toward the outside. The flexible operation display unit 63 has a larger area than the gentle operation display unit 66. When it is determined that the driving state is supple, the driving display unit 63 is supple (see FIG. 43B), and when it is determined that the driving state is gentle, the driving display unit 66 (FIG. 43 (FIG. 43) is selected. c) is lit up. On the other hand, when it is determined that the driving state is swaying with respect to the front side in the vehicle front-rear direction, the driving display unit 64 (see FIG. 43 (d)) is swayed with respect to the upper side, and when it is determined that the driving state is swaying with respect to the rear side. When it is determined that the driving display unit 64 swings forward and backward in the left-right direction of the vehicle, the driving display unit 65 swings left and right when it is determined that the driving state swings left and right. The operation display unit 65 (see FIG. 43 (e)) that swings left and right is displayed in stages. In other words, the swinging operation display units 64 and 65 display information about the direction determined to be the swinging driving state (the direction in which the rapid acceleration has changed) in a manner in which the direction is known.

  In the example of FIG. 44, the easy operation display unit 66 is provided at the same position as the supple operation display unit 63. Moreover, while the driving display unit 64 that swings back and forth is provided so as to extend in the vertical direction through the flexible driving display unit 63 (or the gentle driving display unit 66), the driving display unit 65 that swings from side to side is flexible. It is provided so as to extend in the left-right direction of the vehicle through 63 (or easy operation display unit 66). The flexible operation display unit 63 and the gentle operation display unit 66 have a circular shape, and the operation display unit 64 that fluctuates back and forth and the operation display unit 65 that fluctuates left and right have an oval shape. The flexible operation display unit 63 has a larger area than the gentle operation display unit 66. When it is determined that the driving state is supple, the driving display unit 63 is supple (see FIG. 44B), and when it is determined that the driving state is gentle, the driving display unit 66 is displayed (see FIG. 44). c) is lit up. On the other hand, when it is determined that the driving state is swaying in the vehicle front-rear direction, the driving display unit 64 (see FIG. 44 (d)) swaying back and forth, and when it is determined that the driving state is swaying in the vehicle left-right direction, it is swayed left and right. The operation display unit 65 is turned on. In other words, the swaying operation display units 64 and 65 display information about the direction determined to be in the swaying driving state in a manner in which the direction is known.

  As described above, according to the examples shown in these drawings, information about the direction in which the rapid acceleration change is displayed in a manner in which the direction is known. Based on this information, it is possible to improve the technology for driving the vehicle.

  The present invention is not limited to the embodiments, and can be implemented in various other forms without departing from the spirit or main features thereof.

  As described above, the above-described embodiment is merely an example in all respects and should not be interpreted in a limited manner. The scope of the present invention is defined by the claims, and is not limited by the specification. Further, all modifications and changes belonging to the equivalent scope of the claims are within the scope of the present invention.

  As described above, the vehicle driving support apparatus according to the present invention can be applied to uses and the like that need to accurately determine the driving operation state of the vehicle regardless of the magnitude of the change in acceleration.

DESCRIPTION OF SYMBOLS 1 System side controller 3 Meter side controller 5 Steering 6 Meter indicator 10 Change amount calculation part (change amount calculation means)
11 Degree calculation section (degree calculation means)
12 Acceleration calculation unit (acceleration calculation means)
13 State determination part (state determination means)
14 Flapping driving degree determination unit (flapping driving degree determination means)
15 ratio calculation unit 16 sluggish driving degree determination unit 17 comprehensive determination unit (overall determination means)
18 Change part (change means)
20 vehicle speed sensor 21 rudder angle sensor 22 accelerator opening sensor 23 brake fluid pressure sensor 30 determination / determination unit (determination means)
31 Display control unit (display means, notification means)
40 Ignition sensor 41 Steering sensor 50 Steering switch 60 Display (display means, notification means)
61 Rotational speed display section 62 Vehicle speed display section 63 Flexible operation display section (first display section)
64 Operation display unit that swings back and forth (second display unit)
65 Left and right operation display unit (second display unit)
66 Easy operation display (third display)

Claims (3)

A vehicle driving support device for supporting vehicle driving,
Change amount calculating means for calculating a first related value related to the change amount of acceleration of the vehicle;
A jerk calculating means for calculating a second related value related to the jerk of the vehicle;
Acceleration calculating means for calculating a third related value related to the absolute value of the acceleration of the vehicle;
When the first related value calculated by the change amount calculating means is greater than or equal to a predetermined value, the first determination value is used to determine the first related value and the second related value calculated by the jerk calculating means. On the basis of a criterion set in advance based on the ratio of the kinetic energy of the mass point at the end of the change to the amount of change in the acceleration of the vehicle, calculated using a vibration model representing the movement of the mass point in the passenger compartment, While determining the driving operation state of the vehicle, when the first related value is smaller than the predetermined value, the second related map different from the first determined map is used to calculate the first related value and the acceleration. A vehicle driving support apparatus comprising: a state determination unit that determines a driving operation state of the vehicle based on the third related value calculated by the unit. The vehicle driving support device according to claim 1,
The state determination means is configured to determine whether or not the driving operation state has an appropriate acceleration when the first related value is smaller than the predetermined value. . The vehicle driving support device according to claim 1 or 2,
A vehicle driving support apparatus further comprising display means for displaying information about the driving operation state determined by the state determining means.