JP2013040575A - Fuel-saving drive evaluation system, and program for fuel-saving drive evaluation system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately evaluate whether the driving is suitable for fuel saving even on a road with an upward slope and a downward slope repeating like a wave.SOLUTION: In a "driving state" where an engine generates a driving force for driving a vehicle, a parameter ΔE is detected, the parameter being variable according to a value obtained by subtracting an increase ratio of kinetic energy of a vehicle by gravity from a change ratio of kinetic energy of a vehicle, and an evaluation is decided by a comparison between the parameter ΔE and a parameter for evaluation stored in ROM in advance.

Description

  The present invention relates to a fuel saving driving evaluation system and a fuel saving driving evaluation system program for evaluating whether or not the driving is suitable for fuel saving driving.

  Since so-called wavy driving that repeatedly accelerates and decelerates causes deterioration in vehicle fuel consumption (= travel distance / fuel consumption), for example, in the invention described in Patent Document 1, when wavy driving is detected, driving is performed. By giving advice to that effect, the driver is encouraged to save fuel.

JP 2007-032522 A

However, in the invention described in Patent Document 1, since the operation is evaluated based only on whether or not the operation is a wave operation, there is a case where an appropriate evaluation cannot be performed.
For example, on a road in which an uphill and a downhill are wavelikely repeated, the vehicle speed changes in a wavelike manner with a change in road gradient even if the amount of depression of the accelerator pedal is kept constant. For this reason, when viewed from the fuel-saving driving evaluation system, it is determined that the wavy driving has been performed, so that appropriate evaluation cannot be performed.
In view of the above points, an object of the present invention is to make it possible to appropriately evaluate whether or not the driving is suitable for fuel-saving driving.

  In order to achieve the above object, the present invention provides a fuel-saving driving evaluation system for evaluating whether or not the driving is suitable for fuel-saving driving. Parameter detecting means for detecting a parameter that changes in accordance with a value obtained by subtracting the rate of increase in the kinetic energy of the vehicle due to gravity from the rate of change in the kinetic energy of the vehicle in the “driving state” in which the driving force for driving the vehicle is generated And storage means for storing evaluation parameters for evaluating driving, and evaluation determination means for determining evaluation by comparing the evaluation parameters with the parameters.

  Thereby, in invention of Claim 1, since driving | running is evaluated using the parameter which reduced the kinetic energy increase rate of the vehicle by gravity, even if it is a road where an uphill and a downhill repeat a wave shape, Appropriate evaluation is possible.

  In the invention according to claim 2, the parameter is a value obtained by adding a rate of change of loss generated as the vehicle travels to a value obtained by subtracting the rate of increase of vehicle kinetic energy due to gravity from the rate of change of vehicle kinetic energy. It is a value that changes according to the above.

Thereby, in the invention according to claim 2, it is possible to perform more appropriate driving evaluation.
The invention according to claim 3 is characterized in that the loss caused by the traveling of the vehicle includes at least a rolling resistance generated in the traveling tire.

  According to a fourth aspect of the present invention, there is provided a program for operating a computer as a fuel-saving driving evaluation system for evaluating whether or not a deceleration driving suitable for fuel-saving driving is performed. Parameter detection means for detecting parameters that change according to the rate of change in vehicle kinetic energy from the rate of change in vehicle kinetic energy minus the rate of increase in vehicle kinetic energy due to gravity in the “driving state” where the engine is generating driving force. It is characterized by functioning as storage means for storing evaluation parameters for performing evaluation, and evaluation determination means for determining evaluation by comparing evaluation parameters with parameters.

As a result, in the invention described in claim 4, as in the invention described in claim 1, it is possible to perform an appropriate evaluation even on a road in which an uphill and a downhill are repeated in a wavy manner. .
Incidentally, the reference numerals in parentheses for each of the above means are examples showing the correspondence with the specific means described in the embodiments described later, and the present invention is indicated by the reference numerals in the parentheses of the above respective means. It is not limited to specific means.

It is a figure showing a fuel-saving driving evaluation system concerning a 1st embodiment of the present invention. It is a figure for demonstrating the concept of an evaluation method. It is explanatory drawing of the calculation method of gradient (sin (theta)). It is a calculation control flowchart of (DELTA) E. It is an evaluation map. It is an energy increase amount parameter E calculation control flowchart per unit distance in a fixed time. It is a figure for demonstrating the concept of the determination method of a drive state and a braking state. It is a driving / braking state determination control flowchart. It is a figure for demonstrating the concept of the determination method of a driving state. It is a determination control flowchart of a start and a steady running state. It is a flowchart which shows the whole operation | movement of a fuel-saving driving | operation evaluation system. It is a figure which shows the fuel-saving driving | operation evaluation system which concerns on 2nd Embodiment of this invention. It is a figure for demonstrating the concept of the determination method of a drive state and a braking state. It is a figure which shows the fuel-saving driving | operation evaluation system which concerns on 3rd Embodiment of this invention.

  In the present embodiment, the fuel-saving driving evaluation system according to the present invention and the program for the system are applied to a normal passenger car. This fuel-saving driving evaluation system evaluates whether or not the driving is suitable for fuel-saving driving, and notifies the driver or the like of the evaluation result by voice or image. Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
1. Configuration of Fuel Economy Evaluation System As shown in FIG. 1, the fuel efficiency evaluation system 1 detects an in-vehicle device body 3, a speaker 5 for outputting sound, a display device 7 for displaying image information, and acceleration in the vehicle traveling direction. The in-vehicle device body 3 is provided with a control unit 3A and a card slot unit (diagnosis result recording unit) 3B.

  The control unit 3A is configured by a microcomputer including a CPU, a RAM, a ROM, and the like. The control unit 3A includes a vehicle speed sensor that detects an output signal from the G sensor 9 and a vehicle speed mounted on the vehicle. 11 or the like is input.

  The main functions of the control unit 3A are “driving / braking determination”, “acceleration diagnosis”, “generation of evaluation result (advice)”, and the like. In this embodiment, these functions are realized by software in accordance with a program stored in advance in a non-volatile storage means such as a ROM (hereinafter referred to as ROM), but dedicated hardware (custom LSI) May be realized.

  Then, the control unit 3A evaluates driving according to signals from the G sensor 9 and the vehicle speed sensor 11 and a program stored in the ROM in advance, and notifies the driver or the like of the result via the speaker 5 or the display device 7. At the same time, the data is written in a diagnostic result recording unit such as a memory card mounted in the card slot unit 3B.

  The memory card is a storage means that can be attached to and detached from the in-vehicle device main body 3, and normally includes a nonvolatile storage means made of a semiconductor such as a flash memory. On the other hand, the card slot portion 3B is a writing means having a function of writing information (e.g., evaluation results) to at least a memory card. For this reason, the driver or the like can take evaluation information and the like into a computer installed at home or the like via the memory card.

2. Driving evaluation method 2.1. Outline of Evaluation Method As is well known, the kinetic energy Ko when an object of mass Mo is moving at a velocity Vo is Ko = (Mo · Vo ² ) / 2. The change rate of the kinetic energy Ko, that is, the value obtained by differentiating the kinetic energy Ko with respect to the time T is ΔKo / ΔVo = Mo · Vo · ΔVo / ΔT. At this time, since ΔVo / ΔT represents the acceleration A of the vehicle, the rate of change of the kinetic energy Ko is expressed by the following equation 0.

ΔKo / ΔVo = Mo · A · Vo Equation 0
Here, the mass of the vehicle is assumed to be M, and an apparent weight increase required to move a drive part that needs to be moved when accelerating the vehicle, such as a flywheel in the engine, a crankshaft, a gear and a wheel in the transmission, etc. When the minute is m, the vehicle speed is V, the rolling resistance coefficient generated in the running tire is μ, the gravitational acceleration is g, and the fuel consumption efficiency is η, the instantaneous fuel consumption ΔQ generated at the time of vehicle acceleration is It is known experimentally and empirically that it can be expressed by the following mathematical formula (see FIG. 2). Incidentally, m is generally called a rotating part equivalent weight.

ΔQ = η · {μ · M · g · V + M · g · V · sin θ + (M + m) · A · V} Equation 1
However, (theta) shows the gradient of a road, and makes an upward gradient positive (+) and makes a downward gradient negative (-).

  Even if the amount of depression of the accelerator pedal is kept constant, the speed of the vehicle when traveling in a section with a gradient changes with a change in the gradient of the road. When the vehicle is traveling in a downward slope section, the vehicle speed increases with respect to the amount of depression of the accelerator pedal. Therefore, in Equation 1, the rate of increase in kinetic energy of the vehicle due to gravity is reduced.

  On the other hand, when the vehicle is traveling in an uphill section, the vehicle speed becomes smaller than the amount of depression of the accelerator pedal, and the instantaneous fuel consumption ΔQ that occurs during vehicle acceleration is determined by the vehicle speed V and acceleration A. . Therefore, in the parameter ΔE defined by the following equation 2, the parameter ΔE is determined only by the vehicle speed V and the acceleration A at least in the ascending gradient section.

By the way, as is clear from Equations 0 and 1, it can be seen that the rate of change of the kinetic energy Ko is a physical quantity that has a correlation with the instantaneous fuel consumption ΔQ that occurs during vehicle acceleration.
Here, since the mass M of the vehicle is a constant and the weight m corresponding to the rotating part is a constant determined for each gear stage, in the present embodiment, the parameter ΔE that changes according to the rate of change in the kinetic energy of the vehicle is Equation 2 is defined.

ΔE = δ · (μ + sin θ) · V · g + A · V Equation 2
However, δ = 1 when (μ + sin θ) <0, and δ = 0 when (μ + sin θ) ≧ 0.

The reason for determining whether or not to reduce the rate of increase in the kinetic energy of the vehicle due to gravity based on whether or not the magnitude of (μ + sin θ) is 0 or more is as follows.
In other words, when traveling downhill, the absolute value of the rate of decrease in kinetic energy due to rolling resistance (hereinafter simply referred to as rolling resistance) generated in the tire for traveling and the absolute rate of increase in kinetic energy of the vehicle due to gravity. When the values are the same, the increase in the kinetic energy of the vehicle due to gravity is offset by the rolling resistance.

  Therefore, in this embodiment, when (μ + sin θ) <0, δ = 1, and the value obtained by subtracting the rate of increase of the kinetic energy of the vehicle due to gravity from the value obtained by dividing the rate of change of the kinetic energy Ko by the mass M is used as the parameter ΔE. . On the other hand, when (μ + sin θ) ≧ 0, δ = 0, and the value parameter ΔE obtained by dividing the change rate of the kinetic energy Ko by the mass M.

  Incidentally, sin θ is calculated by the following method. That is, as shown in FIG. 3, the acceleration a1 detected by the G sensor 9 is a combination of the acceleration ao in the vehicle traveling direction and the direction component gx parallel to the vehicle traveling direction in the inertial force against the gravitational acceleration. Therefore, a1 = ao + gx and gx = g · sin θ. Therefore, sin θ is calculated from these equations.

  Further, since Equation 2 is a physical quantity having a correlation with the instantaneous fuel consumption, the fuel consumption per unit distance, that is, the reciprocal of the vehicle fuel consumption is defined as the kinetic energy increase parameter E by the following Equation 3. be able to.

E = ΣΔE / ΣV Equation 3
By the way, the fuel is consumed when the vehicle is in a driving state, that is, when the engine is generating a driving force for running the vehicle. Even when the vehicle is not in a driving state as in the case where the vehicle is not driven, that is, when the fuel is not consumed, the kinetic energy increases with the acceleration and the fuel is considered to be consumed.

  Therefore, when the vehicle is in a driving state and the acceleration A of the vehicle is greater than 0, ΔE is calculated from Equation 2, while when the vehicle is in a non-driving state or the acceleration A of the vehicle is 0. In the following cases, ΔE = 0.

  Specifically, as shown in FIG. 4, it is determined whether or not a condition that the vehicle is in a driving state and the acceleration A of the vehicle is greater than 0 is satisfied (S1), and the condition is satisfied. (S1: YES), ΔE = A · V is set (S3).

  On the other hand, when it is determined that the condition is not satisfied (S1: NO), ΔE = 0 is set (S5). Then, after the parameter ΔE determined in S3 or S5, the vehicle speed at that time, and the traveling state are temporarily stored in the RAM (S7), this control is finished.

Incidentally, a program for executing the control (ΔE calculation control) shown in FIG. 4 is stored in the ROM, and this control is executed by the control unit 3A.
In addition, since the fuel-saving driving | operation evaluation system which concerns on this embodiment is a system which evaluates whether it is a driving | operation suitable for a fuel-saving driving | operation, the fuel consumed by idling driving | operation is not made into the object of evaluation.

  Accordingly, when the accelerator pedal depression amount is less than 0 or a predetermined depression amount greater than 0 (hereinafter, the predetermined depression amount greater than 0 or 0 is collectively referred to as a drive determination threshold) and the engine is idling, Is considered to be in a non-driven state.

  By the way, at the time of starting, it is necessary to accelerate to a speed suitable for each traveling road, and it is necessary to accelerate to that speed. In order to reduce fuel consumption, it is desirable to travel at a constant speed as much as possible during steady traveling. Therefore, as shown in FIG. 5, the final evaluation result is determined separately for the “starting running state” and the “steady running state”.

In the present embodiment, the fuel consumed by the idling operation is not an object of evaluation, so the “stopped state or low-speed traveling state” is not an object of evaluation.
That is, by calculating the parameter ΔE and integrating the calculated parameter ΔE while distinguishing between the starting traveling state and the steady traveling state, the kinetic energy increase amount parameter Es in the “starting traveling state” and the “steady traveling state” The kinetic energy increase amount parameter En is calculated individually, and the final evaluation result is determined by comparing the evaluation parameter stored in the ROM with the parameters Es and En for each of the starting running state and the steady running state. To do.

  The calculation of the kinetic energy increase parameters Es and En is specifically performed as shown in FIG. 6 where the start running state parameter ΔE is integrated (S11) and the start running state speed is integrated (integrated). After the travel distance in the start travel state is calculated (S13), the energy increase amount parameter Es in the start travel state is calculated in accordance with Equation 3 (S15).

  In addition, the steady travel state parameter ΔE is integrated (S17), and the steady travel state speed is integrated (integrated) to calculate the travel distance in the steady travel state (S19). The energy increase amount parameter En is calculated (S21).

  Incidentally, a program for executing the “calculation of energy increase amount parameter E per unit distance within a fixed time” control shown in FIG. 6 is stored in the ROM, and this control is executed by the control unit 3A.

2.2. Definition and determination of driving state, etc. <Driving state and braking state (non-driving state)>
In principle, whether or not the vehicle is in a driving state is determined as a driving state when the amount of depression of the accelerator pedal is equal to or greater than a driving determination threshold, and on the other hand, a braking state (non-driving state) when the amount of depression is less than the driving determination threshold. Is determined.

However, in this embodiment, since the signal regarding the depression amount is not input to the control unit 3A, it is determined using the output signal of the G sensor 9 whether or not it is in the driving state.
That is, as shown in FIG. 7, in the case where the acceleration detected by the G sensor 9 is rising and changing in the plus direction (forward direction), the acceleration exceeds a predetermined value (drive determination threshold) of 0 or more. If the acceleration is determined to be in the driving state and the acceleration changes downward in the negative direction (reverse direction), the driving is performed before the acceleration becomes less than a predetermined value (braking determination threshold) of 0 or less. It is determined as a state.

  On the other hand, when the acceleration is decreasing in the negative direction, the braking state (non-driving state) is determined after the acceleration becomes less than the braking determination threshold, and the acceleration increases in the positive direction. In such a case, the state before the acceleration becomes equal to or higher than the drive determination threshold is determined as the braking state (non-drive state).

  Specifically, the determination is made according to the driving / braking state determination control shown in FIG. A program for executing the determination control is stored in the ROM. That is, when this control is activated, first, the vehicle speed based on the signal from the vehicle speed sensor 11 is detected (S31), and then the acceleration is detected based on the signal from the G sensor 9 (S33).

  Next, it is determined whether or not the vehicle speed is lower than a preset “stop / low speed travel determination speed VL” (S35), and if it is determined that the vehicle speed is lower than the “stop / low speed travel determination speed VL”. (S35: YES) After the flag indicating that the vehicle is in the “stopped or low-speed running state” is set in the RAM (S37), this control is finished.

  On the other hand, when it is determined that the vehicle speed is equal to or higher than the “stop / low-speed traveling determination speed VL” (S35: NO), it is determined whether or not the acceleration is less than the braking determination threshold (S39), and the acceleration is braked. If it is determined that the vehicle is less than the determination threshold value (S39: YES), the flag indicating that the vehicle is in the “braking state” is set in the RAM (S41), and then this control is terminated.

  When it is determined that the acceleration is equal to or greater than the braking determination threshold (S39: NO), it is determined whether the acceleration exceeds the drive determination threshold (S43), and it is determined that the acceleration exceeds the drive determination threshold. If this is the case (S43: YES), the flag indicating that the running state of the vehicle is the “driving state” is set in the RAM (S45), and then this control ends.

  On the other hand, when it is determined that the acceleration is equal to or less than the drive determination threshold (S43: NO), the flag indicating the running state is not reset (S47), and the present control is performed while the current state is maintained. finish. Incidentally, when the flag which shows a driving state is not set, the state which is not set is maintained.

  Since the G sensor 9 detects acceleration based on a force (inertial force) acting on itself accompanying acceleration generated in the vehicle, for example, when the vehicle is climbing a steep climb, Despite the fact that the accelerator is depressed and fuel is consumed, there is a case where the vehicle gradually decelerates due to the influence of gravity. Even in such a case, the G sensor 9 is in the positive direction as in acceleration. Output the value.

  In addition, when the vehicle travels on a downward slope without depressing the accelerator and consuming fuel, the vehicle may accelerate due to the influence of gravity. In such a case, the G sensor 9 is in the zero or negative direction. The value of is output. Therefore, even when it is determined whether or not the G sensor 9 is in the driving state, the same result as that when it is determined whether or not the driving state is based on the depression amount of the accelerator pedal can be obtained.

<Determination of driving condition>
The traveling state is determined by the control unit 3A according to the following definition.
That is, as shown in FIG. 9, when the vehicle speed detected by the vehicle speed sensor 11 is lower than the preset “stop / low speed running determination speed VL”, it is determined that the running state of the vehicle is “stopped or low speed running state”. Then, after the “stopped or low-speed traveling state” is determined, when the “driving state” is reached, the traveling state is determined to be the “starting traveling state”.

  In addition, after the vehicle speed is greater than a preset “steady travel determination speed VH” (≧ VL) and the vehicle acceleration is less than the predetermined acceleration Ao from a predetermined acceleration Ao or higher. The running state is determined as the “steady running state”.

Specifically, it is determined according to the start / steady running state determination control shown in FIG. 10, and a program for executing this determination control is stored in the ROM.
That is, when this control is started, first, after the time change rate of the vehicle speed detected by the vehicle speed sensor 11 is calculated and the acceleration A of the vehicle is calculated (S51), the current running state is “stop or low speed”. It is determined whether the vehicle is in “traveling state” and the vehicle is in “driving state” (S53).

  The determination as to whether or not the vehicle is in a “stop or low-speed driving state” is made based on whether or not the flag indicating the “stop or low-speed driving state” is set in the RAM. Is not executed and the running state is undecided, that is, when the flag indicating the running state is not set in the RAM, it is determined that the vehicle is not in the “stopped or low-speed running state”.

  If it is determined that the current traveling state is the “stopped or low-speed traveling state” and the vehicle is in the “driving state” (S53: YES), the traveling state is “starting traveling state”. After a flag indicating that it is present is set in the RAM (S55), this control is terminated.

  On the other hand, when it is determined that the current traveling state is the “stop or low speed traveling state” and the vehicle is not in the “driving state” (S53: NO), the vehicle speed is “stopped / low speed”. It is determined whether or not it is lower than the “travel determination speed VL” (S57), and when it is determined that the vehicle speed is lower than the “stop / low speed travel determination speed VL” (S57: YES), “stop or low speed travel state” Is set in the RAM (S59), the control is terminated.

  If it is determined that the vehicle speed is equal to or higher than the “stop / low speed travel determination speed VL” (S57: NO), the vehicle speed is greater than the “steady travel determination speed VH” and the vehicle acceleration is less than the acceleration Ao. Is determined (S61). If it is determined that the vehicle speed is greater than the "steady travel determination speed VH" and the vehicle acceleration is less than the acceleration Ao (S61: YES), After the flag indicating the “running state” is set in the RAM (S63), this control is finished.

  On the other hand, when it is determined that the vehicle speed is greater than the “steady travel determination speed VH” and the vehicle acceleration is not less than the acceleration Ao (S61: NO), a flag indicating the current travel state is displayed. This control is terminated while being maintained.

2.3. Details of driving evaluation (see Fig. 11)
FIG. 11 is a control flow showing the overall operation of the fuel-saving driving evaluation system, and a program for executing this control flow is stored in the RAM. When the vehicle switch is turned on, a program for executing this control is read and executed by the control unit 3A.

  When this control is activated, first, the count value of the timer counter is reset (initialized) in order to determine the “certain time” for “calculation of the energy increase amount parameter E (FIG. 6)” ( S71). Thereafter, after the driving / braking state determination (FIG. 8) is made (S73), the start / steady running state determination (FIG. 10) is made (S75), and the parameter ΔE is calculated (FIG. 4) (S77).

  Next, it is determined whether or not a certain time (about 1 second in this embodiment) has elapsed (S79). If it is determined that a certain time has not elapsed (S79: NO), again, On the other hand, if it is determined that a certain time has elapsed (S79: YES), the calculation of the energy increase amount parameter E per unit distance within the certain time (FIG. 6) is performed (S73). S81), specific evaluation is determined according to the calculated energy increase amount parameters Es and En and the map shown in FIG. 5 (S83), and the evaluation is notified to the driver by an image such as voice or text ( S85).

  The evaluation result is, for example, if the start evaluation is 1, “the start is sudden acceleration. Slowly step on the accelerator.” If the steady run evaluation is 5, “running during steady running is stable. “Let's continue driving in this condition” is notified by voice or text (image).

  In this case, the evaluation result is averaged for each operation, and the driving operation is evaluated for each operation, or the evaluation result stored in the memory card is taken back to the office or private home, after driving. You can also see changes in driving operations and driving levels.

3. Features of Fuel-Efficient Driving Evaluation System According to this Embodiment In the present embodiment, any one of (a) a stop or low-speed driving state, (b) a starting driving state, and (c) a steady driving state is selected as the vehicle driving state. Since the driving is evaluated based on the evaluation criteria set for each of the starting traveling state and the steady traveling state, it is possible to perform an appropriate evaluation.

  In addition, since driving is evaluated using the parameter ΔE obtained by reducing the rate of increase in the kinetic energy of the vehicle due to gravity, it is possible to make an appropriate evaluation even on roads where the uphill and downhill are repeated in a wavy manner. Become.

Further, since the operation is evaluated in consideration of rolling resistance, a more appropriate evaluation can be performed.
(Second Embodiment)
In the first embodiment, the driving state or the braking state is determined using the acceleration detected by the G sensor 9, but in this embodiment, as shown in FIG. 12, the depression amount of the accelerator pedal or the opening degree of the throttle valve A means (accelerator opening sensor 13) for detecting the operation amount of the driving force adjusting means for adjusting the intake amount to the engine is provided, and the accelerator opening detected by the accelerator opening sensor 13 as shown in FIG. The driving state is determined when the degree exceeds a preset driving determination threshold, and the braking state is determined when the accelerator opening is equal to or less than the determination threshold.

(Third embodiment)
In the present embodiment, as shown in FIG. 14, the present invention is applied to a vehicle including a car navigation system using GPS. Thereby, position information can be stored in the memory card together with the evaluation result.

(Other embodiments)
The present invention determines whether the running state of the vehicle is any one of (a) a stop or low speed running state, (b) a starting running state, and (c) a steady running state, and the starting running state and the steady running state. Since the driving is evaluated based on the evaluation criteria set for each state, (a) a stop or low-speed traveling state, (b) a starting traveling state, and (c) a specific state of the steady traveling state The definition / determination method is not limited to the above-described embodiment.

  Further, in the above-described embodiment, as shown in Equation 1, only the rolling resistance is considered as the loss generated as the vehicle travels. However, the present invention is not limited to this, and for example, the rolling resistance In addition, air resistance may be considered. Note that the air resistance increases in proportion to approximately the third power of the vehicle speed. Therefore, when the vehicle speed is, for example, 70 km / h or more, the driving evaluation is greatly affected.

  In the above-described embodiment, the rolling resistance is considered. However, the present invention is not limited to this, and the parameter ΔE may be determined without considering the loss that occurs as the vehicle travels.

  Further, the present invention is not limited to the above-described embodiment as long as it matches the gist of the invention described in the claims.

DESCRIPTION OF SYMBOLS 1 ... Fuel-saving evaluation system, 3 ... In-vehicle body, 3A ... Control part
3B: Card slot, 5 ... Speaker, 7 ... Display device, 9 ... G sensor,
11: Vehicle speed sensor.

Claims (4)

A fuel-saving driving evaluation system for evaluating whether or not the driving is suitable for fuel-saving driving,
Detects a parameter that changes according to the value obtained by subtracting the rate of increase in vehicle kinetic energy due to gravity from the rate of change in vehicle kinetic energy in the “drive state” in which the drive source generates the drive force for running the vehicle. Parameter detection means;
Storage means for storing evaluation parameters for evaluating driving;
A fuel-saving driving evaluation system comprising: an evaluation determining unit that determines an evaluation by comparing the parameter for evaluation with the parameter.   The parameter is a value that changes in accordance with a value obtained by adding a rate of change of loss generated as the vehicle travels to a value obtained by subtracting the rate of increase in vehicle kinetic energy due to gravity from the rate of change of vehicle kinetic energy. The fuel-saving driving evaluation system according to claim 1.   The fuel-saving driving evaluation system according to claim 2, wherein the loss generated as the vehicle travels includes at least rolling resistance generated in the traveling tire. A program for operating a computer as a fuel-saving driving evaluation system for evaluating whether the computer is a deceleration driving suitable for fuel-saving driving,
A parameter that detects a parameter that changes according to the value obtained by subtracting the rate of increase in the kinetic energy of the vehicle due to gravity from the rate of change in the kinetic energy of the vehicle in the “driving state” where the engine generates the driving force for driving the vehicle Detection means,
A fuel-saving driving evaluation system characterized by functioning as storage means for storing evaluation parameters for evaluating driving, and evaluation determining means for determining evaluation by comparing the evaluation parameters with the parameters Program.