JP2015124651A - Vehicle driving operation evaluation device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving operation evaluation device capable of making evaluation standard data becoming a rule through an easy and convenient method, reducing the number of steps required for preparation in advance and performing it.SOLUTION: Driving pattern information including elements of road surface graduation during driving of a vehicle is acquired while being associated with its driving distance and a standard deviation σ is calculated on the basis of histogram obtained through the driving pattern information. In turn, the best consumption cost when the vehicle is driven in compliance with information on several driving patterns expressed by a different standard deviation σ is calculated to make a characteristic figure expressing a relation between these best consumption cost and the standard deviation σ and the characteristic figure is stored in advance. The best consumption cost corresponding to the standard deviation σ acquired through information on driving patterns during driving of the vehicle is derived in reference to the characteristic figure and a result of evaluation in which the best consumption cost and an actual consumption cost are compared with each other is displayed for a driver.

Description

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

Since driving fuel efficiency of a vehicle varies greatly depending on the driving operation of the driver, the driving operation is evaluated during driving of the vehicle and displayed on the driver's seat display device in order to encourage appropriate driving operation. An apparatus has been proposed (see, for example, Patent Document 1).
In the technique of Patent Document 1, a running test of a vehicle is performed in advance, and test running fuel consumption data that is a standard when an ideal driving operation is performed for each driving pattern is derived and stored in a storage device. Then, the actual fuel consumption travel data is measured while the vehicle is traveling, and compared with the test travel fuel consumption data corresponding to the driving pattern at this time, the driving operation in the actual travel is evaluated and displayed from the degree of decrease in the travel fuel consumption. ing.

JP 2007-210487 A

However, in the technique of Patent Document 1, since the driving operation is evaluated based on the test driving fuel consumption data for each specific driving pattern, various driving patterns (for example, the driving pattern, the driving route, etc.) that are possible in actual driving. However, it is necessary to carry out a driving test without omission and to derive test driving fuel consumption data. Therefore, there is a problem that a great amount of man-hours are required for preparation of the driving operation evaluation device.
The present invention has been made to solve such problems, and the object of the present invention is to derive normative evaluation reference data by a simple method, thereby reducing the number of man-hours required for preparation in advance. An object of the present invention is to provide a vehicle operation evaluation device that can be easily implemented.

  In order to achieve the above object, a vehicle driving operation evaluation apparatus according to the present invention includes a traveling pattern information acquisition unit that acquires traveling pattern information including an element of a road surface gradient in association with a traveling distance during traveling of the vehicle, and a traveling pattern. Deviation calculating means for creating a histogram representing the accumulated distance of each area by dividing the road surface gradient traveled by the vehicle into predetermined areas based on the running pattern information obtained by the obtaining means, and calculating a standard deviation based on the histogram; Evaluation criteria data storage means for preliminarily storing, as evaluation reference data, the relationship between the best fuel efficiency and standard deviation when the vehicle is driven according to a plurality of different driving pattern information, and calculated by the deviation calculation means while the vehicle is running The best fuel consumption corresponding to the standard deviation is derived from the evaluation reference data storage means, and the evaluation result is compared with the actual fuel consumption of the vehicle. Characterized in that it comprises a driving operation evaluation and informing means for informing the.

  According to the present invention, standard evaluation reference data can be derived by a simple method, and therefore, the number of steps required for advance preparation can be reduced and implemented easily.

1 is an overall configuration diagram showing a hybrid truck on which a driving operation evaluation device of an embodiment is mounted. It is explanatory drawing which shows the procedure which calculates | requires standard deviation (sigma) from the running pattern information of a vehicle. It is a characteristic view which shows the relationship between the standard deviation (sigma) in each driving | running | working condition, and fuel consumption. FIG. 6 is a characteristic diagram showing the relationship between standard deviation σ and fuel consumption when converted to the same running conditions. It is a flowchart which shows the driving operation evaluation and display routine which ECU performs.

Hereinafter, an embodiment in which the present invention is embodied in a driving operation evaluation apparatus for a hybrid truck will be described.
FIG. 1 is an overall configuration diagram showing a hybrid truck on which a driving operation evaluation device of this embodiment is mounted.
A hybrid type truck (hereinafter referred to as a vehicle 10) is equipped with an engine 1 and a motor 2 as a driving power source. A rotation shaft of the motor 2 is connected to the output shaft of the engine 1 via the clutch 3, and the rotation shaft of the motor 2 is connected to the drive wheels 5 via the transmission 4. The driving force generated by the engine 1 and the motor 2 is arbitrarily shifted by a transmission, and then transmitted to driving wheels to drive the vehicle. A battery 7 is connected to the motor 2 via an inverter 6. The operating state of the motor 2 is controlled by the inverter 6, the motor 2 generates a driving force by the discharged power from the battery 7 during power running control, and the battery 7 is charged with the power generated by the motor 2 during regenerative control.

  An ECU 8 is connected to the engine 1 and the inverter 6, and an operation state of the engine 1 and an operation state of the motor 2 via the inverter 6 are controlled based on a command from the ECU 8. In order to execute such control, although not shown, various sensors and devices are connected to the ECU 8.

  On the other hand, the ECU 8 has a driving operation evaluation function for evaluating a driving operation performed by the driver during traveling of the vehicle and displaying it on the display device 9 provided in the driver's seat. As described in [Problems to be Solved by the Invention], the driving operation evaluation device described in Patent Document 1 evaluates driving operation based on test driving fuel consumption data for each specific driving pattern. It was necessary to carry out running tests without omission for various driving patterns that could be possible in actual driving.

In view of such problems, the present inventor has focused on the correlation between the standard deviation σ obtained from the gradient information of the travel route of the vehicle and the travel fuel consumption.
FIG. 2 is an explanatory diagram showing a procedure for obtaining the standard deviation σ from the running pattern information of the vehicle.
The travel pattern information assumed in the present embodiment is information including an element of a road gradient that changes every time the vehicle travels, and the information is sequentially acquired in association with the travel distance during the travel of the vehicle. . The information including the element of the road surface gradient may be any of altitude information as shown in the upper part of FIG. 2 or road surface gradient information as shown in the lower part of FIG.

  Then, a histogram is created as shown in FIG. 2 based on altitude information or road surface gradient information corresponding to a predetermined travel distance. The horizontal axis (class) of the histogram is obtained by dividing various road gradients on which the vehicle has traveled into predetermined areas centering on flat road = 0, and the vertical axis (frequency) indicates each area of each road gradient. It is a continuous accumulated distance. Note that the altitude information and the road surface gradient information are the same except for the expression form, and therefore the histogram shown in FIG. 2 is derived based on either.

The standard deviation σ is calculated from the histogram created in this way, and the amount of fuel consumed in traveling at this time is calculated. FIG. 3 shows the standard deviation σ and fuel consumption calculated under various driving conditions and the data collected. This figure shows the relationship between the standard deviation σ and the fuel consumption when the vehicle travels over four types of travel distances (25, 50, 75, 100 km). It can be seen that there is a correlation.
The method for calculating the standard deviation σ is not limited to the above method, and a known calculation method can be applied. For example, the standard deviation σ may be directly calculated from the altitude information associated with the travel distance without creating a histogram.

  When the fuel consumption at each mileage is converted into the fuel consumption per mileage, the characteristic diagram of FIG. 4 is obtained. As shown in this figure, the test points (□ mark, ○ mark, ◇ mark, △ mark) at each travel distance in FIG. 3 are collected on a specific line, and the standard deviation σ and the fuel consumption regardless of the travel distance. It can be seen that there is a correlation with the quantity.

  As described above, a unique correlation is established between the standard deviation σ obtained from the travel pattern information including the road surface gradient element and the fuel consumption. Therefore, a test is performed in which the vehicle travels in an ideal manner following a plurality of travel pattern information expressed by different standard deviations σ, and the fuel consumption is calculated corresponding to each standard deviation σ. As a result, as shown in FIG. 4, the relationship between the standard deviation σ (= travel pattern information) and the minimum fuel consumption (that is, the best fuel consumption) when traveling according to the travel pattern information is found. The characteristic diagram of FIG. 4 for deriving the best fuel efficiency from σ is obtained. As will be described later, this characteristic diagram can be easily specified with a very small number of man-hours as compared with the technique of Patent Document 1, for example.

  In the present embodiment, the characteristic diagram of FIG. 4 functions as evaluation reference data serving as a standard for evaluating the driving operation of the driver, and this characteristic diagram is stored in advance in the ECU (evaluation reference data storage means). . While the vehicle is traveling, the actual fuel consumption is calculated for each predetermined travel distance, while the best fuel consumption is derived from the standard deviation σ obtained from the travel pattern information at this time based on the characteristic diagram of FIG. An evaluation result based on the comparison between the fuel consumption and the best fuel consumption is displayed on the driver's seat display device 9.

The specific evaluation / display processing is performed by the ECU 8 according to the driving operation evaluation / display routine shown in FIG. 5 and will be described below.
The ECU 8 executes the routine of FIG. 5 at a predetermined control interval while the vehicle is traveling. First, measurement of fuel consumption and travel pattern information (that is, altitude or road surface gradient) is started in step S2 (travel pattern information acquisition means), and it is determined whether or not the vehicle has traveled a predetermined distance (for example, 10 km) in subsequent step S4. When the determination is No (negative), the routine is temporarily terminated.

  If the determination in step S4 is Yes (positive), the measurement of fuel consumption and travel pattern information is terminated in step S6, and then the travel pattern analysis process is executed in step S8, and the standard deviation σ is calculated in step S10. Execute (deviation calculation means). That is, in step S8, as shown in FIG. 2, a histogram is derived based on the altitude or road gradient acquired in association with the travel distance during travel of a predetermined distance, and the standard deviation σ is calculated in step S10 based on the histogram.

  In the following step S12, the best fuel consumption is obtained from the calculated standard deviation σ based on the characteristic diagram of FIG. 4, and the best fuel consumption is compared with the actual fuel consumption measured in the processing of steps S2 to S6. Evaluation of driving operations performed during traveling is performed (driving operation evaluation / notification means). Then, after the evaluation result is displayed on the display device 9 in the subsequent step S14, the routine is terminated (driving operation evaluation / notification means). The expression of the evaluation result may be in any form as long as the driver can intuitively grasp it. For example, it may be displayed in the form of a bar graph in which the best fuel efficiency and the actual fuel efficiency are arranged in a score display with 100 points being a perfect score. Further, the evaluation result may be notified to the driver by voice instead of the display by the display device 9.

In the driving operation evaluation apparatus of the present embodiment, evaluation / display for the driving operation of the driver is performed by the above procedure. Also in the present embodiment, a vehicle running test is performed in advance in order to generate the characteristic diagram of FIG. 4 that functions as evaluation reference data, and the man-hour at that time is the test running fuel consumption data for each specific driving pattern. As compared with the technique of Patent Document 1 for deriving
That is, in order to specify the line on the characteristic diagram of FIG. 4, it is possible to specify at least three test points if the line is a straight line or a curved line. For this reason, the actual vehicle driving test is required only three times in the minimum, and it becomes a norm by a very simple method compared to the technique of Patent Document 1 which requires a driving test without omission for various driving patterns. Evaluation criteria data can be derived. As a result, the number of man-hours required for advance preparation can be greatly reduced and implemented easily.

  Further, in a commercial vehicle such as a truck, the fuel consumption amount and thus the evaluation standard data differ depending on the loading amount. However, even in that case, if three running tests with different standard deviations σ for the maximum load and empty load are performed, the maximum load (heavy) and empty (light) as shown in FIG. The line can be specified, and in the case of an intermediate load, the best fuel consumption can be calculated from the standard deviation σ by interpolation processing. Therefore, even when a commercial vehicle or the like with such a load amount is assumed, the number of man-hours required for advance preparation can be greatly reduced. This point is the same even when there is a vehicle model change or engine specification change, and can be easily handled.

Further, since the capacity of the evaluation reference data is extremely small, the storage capacity required for the ECU 8 is also greatly reduced. For example, in the technique of Patent Document 1, the amount of data related to test driving fuel consumption data becomes enormous, and a large-capacity storage device is required. In some cases, the in-vehicle storage device cannot store the data, and the data is stored in the center. There is a need to store data in the server and exchange data via the communication device. According to the present embodiment, the processing can be performed only by the in-vehicle ECU 8 and the necessary storage capacity is small, so that the present invention can be implemented without increasing the cost.
Needless to say, an effect comparable to the technique of Patent Document 1 can be obtained in that an appropriate driving operation can be promoted by displaying an evaluation to the driver.

  On the other hand, as described based on FIG. 2, the traveling pattern information can be acquired as altitude information or road surface gradient information. The altitude information can be specified by sequentially calculating altitude data of the own vehicle position based on the position information of the own vehicle by the GPS function of the navigation system and map information (including altitude information) stored in advance. Therefore, in the case of a vehicle originally provided with a navigation system, the travel pattern information can be acquired as altitude information, which can be implemented more easily without adding new equipment.

  Further, as described in, for example, Japanese Patent Application Laid-Open No. 2003-97945, road surface gradient information is derived from the gradient by subtracting the actual longitudinal acceleration Gv by the wheel speed sensor from the output value Gs of the acceleration sensor mounted on the vehicle. Thus, the generated acceleration Gr can be determined and specified from the acceleration Gr. Such road surface gradient estimation processing is used, for example, to select an appropriate start gear position on an uphill road or a downhill road. Therefore, in the case of a vehicle having such a function, it is possible to more easily carry out without adding new equipment by acquiring travel pattern information as road surface gradient information.

This is the end of the description of the embodiment, but the aspect of the present invention is not limited to this embodiment. For example, in the above-described embodiment, the present invention has been embodied in a hybrid truck driving operation evaluation device, but the type of vehicle is not limited to this, and for example, only an electric vehicle equipped with only a motor as a driving power source, or only an engine You may apply to the engine vehicle which mounts.
Further, in the above embodiment, the vehicle driving test is performed in advance in order to generate the characteristic diagram of FIG. 4, but the type of the test is not limited to this, for example, fuel consumption such as HILS and SILS. A simulation or a bench test using an engine bench may be applied.

8 ECU (running pattern information acquisition means, deviation calculation means, evaluation reference data storage means,
Driving operation evaluation / notification means)
9 Display device (Driving operation evaluation / notification means)

Claims (1)

Travel pattern information acquisition means for acquiring travel pattern information including an element of a road surface gradient in association with a travel distance during travel of the vehicle;
Based on the travel pattern information acquired by the travel pattern acquisition means, a road surface gradient traveled by the vehicle is divided into predetermined regions to create a histogram representing the accumulated distance of each region, and a standard deviation is calculated based on the histogram. Deviation calculating means for
Evaluation reference data storage means for preliminarily storing, as evaluation reference data, the relationship between the best fuel consumption and the standard deviation when the vehicle is driven following the plurality of different driving pattern information;
The best fuel consumption corresponding to the standard deviation calculated by the deviation calculation means during driving of the vehicle is derived from the evaluation reference data storage means, and the evaluation result is compared with the actual fuel consumption of the vehicle. A driving operation evaluation device for a vehicle, comprising: a driving operation evaluation / notification means for informing the vehicle.

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