JP4135525B2 - Driving technology evaluation device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a technique for evaluating a driving skill of a driver.
[0002]
[Prior art]
2. Description of the Related Art There is known a navigation device that detects a position with a GPS or the like as a vehicle travels and displays the position together with a road map on a display so that a destination can be smoothly reached. Furthermore, a navigation system that sets an appropriate route from the current location to the destination and uses it as a guide is also known, contributing to smoother driving.
[0003]
In this route setting, the Dijkstra method is generally used. Specifically, the route information (evaluation value for the route) from the current location to each node is calculated using the link information for the link between the nodes, and the route is calculated at the stage where all the cost calculation to the destination is completed. A link to the destination is set by connecting a link with the lowest cost (see, for example, Patent Document 1). By using such a route setting function of the navigation system, the fuel consumption of the vehicle can be reduced by shortening the travel distance to the destination.
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 11-287667 (6th and 7th pages, FIG. 2)
[0005]
[Problems to be solved by the invention]
By the way, the driver's awareness of the environment is getting stronger year by year. This is evidenced by the fact that low fuel consumption and environmentally friendly hybrid vehicles are widespread. In order to respond to such driver's awareness, it is required not only to shorten the travel distance to the destination as described above, but also to travel with low fuel consumption.
[0006]
However, regarding the fuel consumption of the vehicle, there is a great deal of influence on the driving skills of individual drivers as well as the performance of the vehicle itself. That is, it becomes possible for the driver to travel on the same route with less fuel consumption by being interested in and improving his / her driving skill. For this purpose, it is effective to calculate and evaluate the fuel consumption, and many drivers calculate the fuel consumption from the travel distance and the amount of fuel supply from the previous refueling to the current refueling. In this case, the route traveled from the previous refueling to the current refueling includes not only a commuting route but also a travel route when going out for leisure or shopping. Then, the breakdown of the route traveled between refueling and the ratio for each road type are different each time. As a result, the standard to be compared is different every time, which is not necessarily appropriate. Therefore, in order to compare the fuel consumption more accurately, it is conceivable to calculate and evaluate the fuel consumption more frequently, for example, by calculating the fuel consumption every time the vehicle travels the same route such as a commuting route. It is also conceivable to calculate the fuel consumption for each region when traveling on a mountain road or an expressway, and to compare and evaluate the fuel consumption in the same type of region among these fuel consumptions.
[0007]
However, as described above, in order to calculate and evaluate the fuel consumption more frequently, the fuel consumption is calculated based on the remaining amount of fuel and the distance traveled each time the vehicle travels on a commuting route or the region changes such as a mountain road or an expressway. It is necessary to evaluate the calculated fuel consumption. This was troublesome for the driver.
[0008]
The present invention has been made to solve such a problem, and the object of the present invention is to evaluate the driving skill of the driver at a high frequency and easily to the environment of the driver. To raise awareness.
[0013]
[Means for Solving the Problems and Effects of the Invention]
  In a vehicle such as a hybrid vehicle that uses electricity as a power source, regenerative energy is recovered during deceleration, and the recovered regenerative energy is reused as a power resource. Therefore, it is conceivable to evaluate the operation technique based on the recovered amount of regenerative energy.Therefore, the driving technology evaluation device according to claim 1 is:First, the regenerative energy integration means (8) integrates the amount of regenerative energy that the vehicle regenerates while the brake regeneration determination means (8, 17) determines that the vehicle is in the brake regeneration. Next, while the deceleration value calculating means (8) determines that the vehicle is in brake regeneration by the brake regeneration determining means based on the current speed of the vehicle detected by the vehicle speed detecting means (4). “Deceleration value”, which is the reduced speed, is calculated. Further, the regeneration time calculation means (8) calculates “regeneration time” which is the time when the brake regeneration determination means determines that the vehicle is in the brake regeneration. Based on the “deceleration value” calculated by the speed calculation means and the “regeneration time” calculated by the regeneration time calculation means, the theoretical regeneration energy calculation means (8) causes the brake regeneration determination means to A “theoretical regenerative energy amount” that is a regenerative energy amount when it is determined that the medium is in the middle is calculated. Further, the regenerative energy evaluation means (8) evaluates the regenerative energy amount integrated by the regenerative energy integration means based on the theoretical regenerative energy amount calculated by the theoretical regenerative energy calculation means.
[0014]
  Thus claims1According to the described driving technology evaluation device, the driving technology of the driver is evaluated by comparing the amount of regenerative energy during deceleration with the theoretical amount of regenerative energy.
  Claims2As described above, it is conceivable that the evaluation result notifying means (10) notifies the driver of the evaluation result by the regenerative energy evaluating means. A specific example of this evaluation result notification meansAs for (a) displaying the evaluation result on the display device, (b) notifying the evaluation result by voice, (c) notifying the evaluation result by lighting the lamp, (d) notifying the evaluation result with a buzzer. It is conceivable. Moreover, as a timing which an evaluation result alerting | reporting means alert | reports an evaluation result, (i) When driving | running | working an evaluation area is complete | finished, or (b) When a driver | operator instruct | indicates to notify an evaluation result via an input means And so on.
[0020]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments to which the present invention is applied will be described below with reference to the drawings. Needless to say, the embodiments of the present invention are not limited to the following examples, and can take various forms as long as they belong to the technical scope of the present invention.
[0021]
First, FIG. 1 is a configuration diagram illustrating a configuration of an in-vehicle navigation device according to an embodiment. As shown in FIG. 1, the in-vehicle navigation device of this embodiment includes a position detector 1, a map data input device 6, an operation switch group 7, a control circuit 8 connected thereto, and an external device connected to the control circuit 8. A memory 9, a display device 10, and a remote control sensor 11 are provided. The control device 8 is configured as a normal computer, and includes a well-known CPU, ROM, RAM, I / O, and a bus line for connecting these configurations.
[0022]
[Configuration of position detector 1]
The position detector 1 includes a well-known geomagnetic sensor 2, a gyroscope 3, a distance sensor (vehicle speed sensor) 4, and a GPS receiver 5 for GPS that detects the position of the vehicle based on radio waves from a satellite. Have. Since these sensors 2, 3, 4, 5 have errors of different properties, they are configured to be used while being interpolated by a plurality of sensors. Depending on the accuracy, a part of the above may be used, and a steering rotation sensor, a wheel sensor of each rolling wheel, or the like may be used. The position detector 1 corresponds to position specifying means. The distance sensor 4 corresponds to distance calculation means and vehicle speed detection means.
[0023]
[Configuration of map data input device 6]
The map data input device 6 is a device for inputting various data including so-called map matching data, map data, and mark data for improving the accuracy of position specification. As a recording medium for these data, a CD-ROM or DVD is generally used because of the amount of data, but another medium such as a magnetic storage device such as a hard disk or a memory card may be used.
[0024]
The road data in the map data is a map constructed by connecting a plurality of nodes such as intersections with links. For each link, a unique number (link ID) for identifying the link, for example, a high speed “Road type (link class)” for identifying roads, toll roads, ordinary roads, or attachment roads, for example, “region information” indicating the area where the link (road) is located such as an urban area, suburb, mountain road, residential area, etc. Link information consisting of data of “start coordinates” and “end coordinates” of the link, link length indicating the length of the link, and road ID for identifying the road (for example, information identifying the road such as the national highway ○) Is provided.
[0025]
[Configuration of external memory 9]
The external memory 9 is composed of a nonvolatile memory, and stores various information such as a specific route set by the driver. Here, the “specific route” refers to a route from the home to a place where the driver often visits, such as a work place, and includes information on a specific route number, departure point coordinates, each way point coordinates, and destination coordinates. As an example, as shown in FIG. 4A, a node existing between a departure point and a destination on a specific route is set as a transit point, and each link is set as a section. The external memory 9 stores road cost data for each specific route. Further, the external memory 9 stores “specific route-specific evaluation results” and “road-specific evaluation results”. Here, the “evaluation result” refers to an evaluation made by comparing the fuel efficiency in an evaluation section such as a specific route with an evaluation reference value in the evaluation section, as shown in FIG. 4B. The “evaluation reference value” refers to a value that serves as a reference when evaluating whether or not the current fuel consumption in the evaluation section is excellent. In this embodiment, the fuel consumption for the past three times in the evaluation section is used. The average value is set. As shown in FIG. 2C, the above-mentioned “specific route-specific evaluation results” include information on specific route numbers, dates, days of the week, weather, evaluation results for each section, and evaluation results for all sections. As shown in FIG. 5C, the “evaluation result by road” includes information of road ID, road direction, date / day of the week, weather, and evaluation result. . Further, the external memory 9 stores an average value of past fuel consumption in each area such as an urban area or a suburb. The external memory 9 corresponds to evaluation reference value storage means and road cost storage means.
[0026]
[Configuration of Display Device 10]
The display device 10 is a color display device. On the screen of the display device 10, the vehicle current position mark input from the position detector 1, the map data input from the map data input device 6, and further displayed on the map. Additional data such as a guide route can be displayed in an overlapping manner. The display device 10 corresponds to an evaluation result notification unit.
[0027]
[Configuration of remote control terminal 12, operation switch group 7, etc.]
In addition, the in-vehicle navigation system, when a destination position is input from a remote control sensor 11 or a control switch group 7 via a remote control terminal (hereinafter referred to as a remote controller) 12, an optimal route from the current position to the destination. There is also a so-called route guidance function that automatically selects and forms and displays a guidance route. As a method for automatically setting an optimal route, a method such as the Dijkstra method is known. For example, a touch switch or a mechanical switch integrated with the display device 10 is used as the operation switch group 7 and is used for various inputs. The operation switch group 7 and the remote controller 12 together with the control circuit 8 correspond to evaluation section setting means.
[0028]
[Configuration of Control Circuit 8]
The control circuit 8 is configured around a well-known microcomputer including a CPU, ROM, RAM, I / O and a bus line connecting these configurations, and based on a program stored in the ROM and RAM, A map for calculating the current position of the vehicle as a set of coordinates and traveling directions based on each detection signal from the position detector 1 and displaying a map near the current position read via the map data input device 6 on the display device 10 Based on the display processing, the point data stored in the map data input device 6 and the various data stored in the external memory 9, the destination facility is selected according to the operation of the operation switch group 7, the remote controller 12, etc., and the current position A route calculation process for automatically obtaining the optimum route (destination route) from the destination to the destination is performed. A technique such as the Dijkstra method is known as a technique for automatically setting an optimum route in this way.
[0029]
Further, the control circuit 8 performs a route guidance process for performing route guidance based on the guidance route obtained by the route calculation process. This route guidance is based on the result of route calculation and road shape data stored in the map data, intersection location information, crossing location information, etc. Calculate whether you need to turn right or turn left (ie, so-called navigation), and based on the calculation results, for example, a map of the current location, a highway schematic, or near the intersection near the intersection Are drawn and displayed on the display device 10. Further, audio output from an audio output device (not shown) is also used. The control circuit 8 includes a consumption efficiency value calculating means, a consumption efficiency value evaluating means, a road cost updating means, a regenerative energy integrating means, a deceleration value calculating means, a regeneration time calculating means, a theoretical regenerative energy calculating means, and a regenerative energy evaluating means. Applicable.
[0030]
[Other configurations such as external network 14]
The in-vehicle navigation device of the embodiment can be connected to the external network 14 by a mobile communication device such as a mobile phone 13, and can be connected to the Internet or a dedicated information center (not shown). This information center stores a “personal information database”. Here, the “personal information database” refers to a database that registers the fuel consumption when the driver (vehicle) travels on the roads in various places. For each driver, “personal identification information”, “vehicle type”, The “road ID” of the road that has traveled, for example, the “area” where the road is located, such as an urban area, and the “fuel consumption” of the road are stored. The mobile phone 13 corresponds to a device side communication means. The external network 14 corresponds to an information center (including a center side communication unit, a center side storage unit, and a center side evaluation unit).
[0031]
In addition, the vehicle on which the in-vehicle navigation device of the embodiment is mounted includes a fuel tank 15 having a fuel sensor that detects the remaining amount of fuel stored therein (the vehicle is a gasoline vehicle, a diesel vehicle, In the case of a fuel cell vehicle or the like), the fuel provided in the fuel tank 15 is connected to the control circuit 8 of the in-vehicle navigation device so that data communication is possible. Note that the fuel sensor described above may be configured separately from the fuel tank 15. From the fuel tank 15, fuel ("consumed power resources") detected by a fuel sensor, such as gasoline (in the case of a gasoline vehicle), light oil (in the case of a diesel vehicle), various gases (in the case of a fuel cell vehicle, etc.) ”) Is transmitted to the control circuit 8. On the other hand, the control circuit 8 of the in-vehicle navigation apparatus calculates the fuel consumption from the distance traveled and the fuel consumption for each specific route or for each road. In addition, it is good also as a structure which calculates a fuel consumption other than a navigation system, and inputs into the control circuit 8 regularly.
[0032]
Further, the vehicle on which the in-vehicle navigation device of the embodiment is mounted includes a battery 16 having an electric quantity sensor for detecting the electric quantity stored therein (when the vehicle is an electric vehicle). The electric quantity sensor included in 16 is connected to the control circuit 8 of the in-vehicle navigation device so that data communication is possible. The electric quantity sensor described above may be configured separately from the battery 16. Then, information about the amount of electricity (corresponding to “consumed power resource”) detected by the amount of electricity sensor is transmitted from the battery 16 to the control circuit 8. On the other hand, the control circuit 8 of the in-vehicle navigation device calculates the amount of electricity consumed or charged by the vehicle for each specific route or for each road. In addition, it is good also as a structure which calculates the above-mentioned electric quantity other than a navigation system, such as a fuel injection device of a vehicle, and inputs it into the control circuit 8 regularly. The fuel tank 15 and the battery 16 together with the control circuit 8 correspond to consumed power resource calculating means.
[0033]
Further, the vehicle on which the vehicle-mounted navigation device of the embodiment is mounted includes a brake 17 (having a torque sensor that measures a torque value when the driver operates the brake 17). ), The torque sensor provided in the brake 17 is connected to the control circuit 8 of the in-vehicle navigation device so that data communication is possible. Note that the above-described torque sensor may be configured separately from the brake 17. The torque value detected by the driver when the driver operates the brake is transmitted from the brake 17 to the control circuit 8. On the other hand, the control circuit 8 of the in-vehicle navigation device determines whether or not the brake is suddenly performed based on the torque value. In addition, it is good also as a structure which determines whether it is a sudden brake other than a navigation system, and inputs a determination result into the control circuit 8. FIG. The brake 17 corresponds to a brake regeneration determination unit together with the control circuit 8.
[0034]
[Description and effects of driving skill evaluation process]
Next, regarding the driving technique evaluation process executed by the above-described vehicle-mounted navigation device, a flowchart for explaining the route calculation process in FIG. 2 (a), a flowchart for explaining the driving technique evaluation process in FIG. 3 (a), and FIG. A description will be given with reference to a flowchart for explaining an evaluation result display process by the driving skill evaluation process of b). This process is performed when a vehicle-mounted navigation device is installed in a vehicle that uses fuel such as gasoline (for gasoline vehicles), light oil (for diesel vehicles), and various gases (for fuel cell vehicles). Applies to In the following description, various inputs by the user are performed by operating the operation switch group 7 or the remote controller 12.
[0035]
First, the route calculation process in the driving skill evaluation process will be described with reference to the flowchart of FIG. In the first step 101 (hereinafter, “step” is simply referred to as “S”), it is determined whether or not the driver has selected one of the specific routes stored in the external memory 9. Here, when the driver selects a specific route (S101: YES), this process is terminated as it is. On the other hand, when the driver does not select the specific route (S101: NO), the process proceeds to S102.
[0036]
In S102, when the destination position is input in accordance with the operation of the operation switch group 7 or the remote controller 12, the optimum route from the current position to the destination is based on the point data stored in the map data input device 6. Find the (optimal route).
In subsequent S103, the driver's determination as to whether or not to designate the optimum route obtained in S102 as the specific route is accepted. Here, if the optimum place route is not designated as the specific route (S103: NO), the process directly returns. On the other hand, if the optimum place route is designated as the specific route (S103: YES), the optimum place route is stored in the external memory 9 as the specific route (S104, refer to FIG. 2C), and the process returns.
[0037]
Next, the driving skill evaluation process will be described with reference to the flowchart of FIG. First, in S111, the vehicle is identified as shown in FIG. 4A based on the position of the vehicle sequentially detected by the position detection device 1 and the specific route information in the external memory 9 (see FIG. 2B). It is determined whether the vehicle is traveling on the route. If the vehicle is not traveling on the specific route (S111: NO), the process returns. On the other hand, if the vehicle is traveling on a specific route (S111: YES), the process proceeds to S112.
[0038]
In S112, based on the information of the position detector 1, it is determined whether or not the vehicle has passed through a transit point (see FIG. 4A) existing on the specific route. Here, when the vehicle is not passing through the waypoint (S112: NO), the process proceeds to S114 described later. On the other hand, when the vehicle passes through the waypoint (S112: YES), the process proceeds to S113.
[0039]
In S113, the fuel consumption is evaluated in a section in front of the waypoint through which the vehicle has passed (hereinafter referred to as an evaluation section). Specifically, in the case of a vehicle that uses fuel such as gasoline (in the case of a gasoline vehicle), light oil (in the case of a diesel vehicle), or various gases (in the case of a fuel cell vehicle, etc.), (1) The fuel consumption in the evaluation section is calculated by subtracting the remaining amount of fuel in the fuel tank 15 when the vehicle passes through from the remaining amount of fuel in the fuel tank 15 when the vehicle passes the transit point before the transit point. To do. (2) Next, the distance of the evaluation section is calculated based on the link information stored in the map data input device 6. (3) The fuel consumption in the evaluation section (corresponding to “consumption efficiency value”) is calculated by dividing the distance in the evaluation section by the fuel consumption in the evaluation section. (4) The fuel consumption for the latest three times in the evaluation section is read from the external memory 9, and the average value of the fuel consumption for the latest three times is calculated. The calculated average value is set as a reference value “evaluation reference value” when evaluating whether or not the current fuel consumption in the evaluation section is excellent. (5) Evaluation is performed by comparing the fuel efficiency in the previously calculated evaluation section with the evaluation reference value. The “latest result” shown in FIG. 4B corresponds to the fuel consumption in the evaluation section, and the “average value” corresponds to the evaluation reference value in the evaluation section. (6) Further, the “evaluation result” including the fuel efficiency and the evaluation reference value in the evaluation section is stored in the external memory 9 together with information such as the specific route number (“specific route-specific evaluation result information” in FIG. 2C). ”). Then return.
[0040]
In S114, if the vehicle has not passed the waypoint in S112, it is determined whether or not the vehicle has arrived at the destination. Here, if the vehicle has not arrived at the destination (S114: NO), the process returns as it is. On the other hand, when the vehicle has arrived at the destination (S114: YES), the fuel consumption of the last section and all sections in the specific route is evaluated (S115). Note that the evaluation of the fuel consumption and the like in the final section is the same as the case of evaluating the fuel consumption described in S113, and thus the description thereof is omitted. In addition, the evaluation of fuel consumption in all sections is performed as follows. (1) First, by subtracting the remaining amount of fuel in the fuel tank 15 when the vehicle arrives at the destination of the specific route from the remaining amount of fuel in the fuel tank 15 when the vehicle is located at the departure point of the specific route, Calculate fuel consumption in all sections of a specific route. In addition, regarding the calculation of the fuel consumption in the said area, you may convert from the injection time integrated value of the fuel injection apparatus of a vehicle, for example. (2) Next, based on the link information stored in the map data input device 6, the distances of all sections of the specific route are calculated. (3) Then, the fuel consumption in the specific route is calculated by dividing the distance of all the sections of the specific route by the consumed fuel of all the sections of the specific route. (4) The fuel consumption for the last three times in the specific route is read from the external memory 9, and the average value of the fuel consumption for the latest three times is calculated. (5) Using this average value as an evaluation reference value, evaluation is performed by comparing the fuel efficiency in the specific route calculated previously with the evaluation reference value. (6) Further, the “evaluation result” including the fuel efficiency and the evaluation reference value in the specific route is stored in the external memory 9 together with information such as the specific route number (“specific route-specific evaluation result information in FIG. 2C). ”). Then return.
[0041]
Next, the display process of the evaluation result by the driving skill evaluation process will be described with reference to the flowchart of FIG.
First, in S121, it is determined whether or not the driver has selected display of the evaluation result on the specific route. Here, when the driver does not select display (S121: NO), the process returns as it is. On the other hand, when the driver selects display (S121: YES), the process proceeds to S122.
[0042]
When accepting that the driver selects a specific route in S122, the “evaluation result” in the selected specific route is read from the external memory 9 and displayed (S123, FIG. 4B).
In this way, the driving skill of the driver is evaluated by evaluating the fuel efficiency of each evaluation section in which the vehicle has traveled based on the evaluation reference value. This can be expected to increase the driver's awareness of the environment.
[0043]
[Description and effect of route calculation learning process]
Next, regarding the route calculation learning process executed by the above-described vehicle-mounted navigation device, refer to the flowchart describing the route calculation learning process in FIG. 5A and the flowchart describing the route calculation process in FIG. explain. This process is performed when a vehicle-mounted navigation device is installed in a vehicle that uses fuel such as gasoline (for gasoline vehicles), light oil (for diesel vehicles), and various gases (for fuel cell vehicles). Applies to In the following description, various inputs by the user are performed by operating the operation switch group 7 or the remote controller 12.
[0044]
First, the main process of the route calculation learning process will be described with reference to the flowchart of FIG. In first S201, it is determined whether or not the vehicle has passed the starting point of the road. The road means a link in the map data, and nodes at both ends thereof are a start point and an end point. Then, when the vehicle has passed the starting point (node) of the road, it is considered that the vehicle has started traveling on the road (link) starting from the node, and when the vehicle has passed the end point (node) of the road, It is considered that the vehicle has finished traveling on the road (link). If the vehicle has not passed the starting point of the road (S201: NO), the process proceeds to S203 without performing the process of S202. On the other hand, if the vehicle has passed the starting point of the road (S201: YES), the process proceeds to S202. In S202, the remaining amount of fuel in the fuel tank 15 at the time of passing through the starting point of the road is stored in the external memory 9 together with the road ID of the road. Then, the process proceeds to S203.
[0045]
In S203, it is determined whether the vehicle has finished traveling on the road by determining whether the vehicle has passed the end point of the road. If the vehicle has not traveled on the road (S203: NO), the process returns to S201 to S203 until the vehicle has traveled on the road. On the other hand, if the vehicle has finished traveling on the road (S203: YES), the process proceeds to S204.
[0046]
In S204, the fuel consumption on the road where the vehicle has finished traveling is evaluated. Note that the evaluation of the fuel consumption is the same as that in the case of evaluating the fuel consumption described in S113, and the description thereof is omitted.
In subsequent S205, the evaluation result in S204 is stored in the external memory 9 together with attached information such as the road ID of the road, as shown in FIG.
[0047]
In this way, the driving skill of the driver is evaluated by evaluating the fuel efficiency for each road on which the vehicle has traveled based on the evaluation reference value. This can be expected to increase the driver's awareness of the environment.
Next, the route calculation process in the route calculation learning process will be described with reference to the flowchart of FIG.
[0048]
First, in S211, it is determined whether or not road cost data for a road for which it has been determined that the vehicle has finished traveling in S203 is stored in the external memory 9. Here, if the road cost data for the road is not stored in the external memory 9 (S211: NO), the process directly returns. On the other hand, if the road cost data for the road is stored in the external memory 9 (S211: YES), the process proceeds to S212.
[0049]
In S212, the road cost on the road is multiplied by the evaluation result (that is, fuel consumption data) of the driving technique on the road to calculate a new road cost, and the stored contents of the external memory 9 are updated. Then return.
As a result, the destination route calculated by the route calculation process can reflect the driving skill of the driver.
[0050]
[Description and effect of route calculation processing by region]
Next, regarding the route calculation processing for each region executed by the above-described vehicle-mounted navigation device, the flowchart for explaining the route calculation processing for each region in FIG. 6A and the route calculation result for each region in FIG. The display process will be described with reference to a flowchart for explaining the display process. This process is performed when a vehicle-mounted navigation device is installed in a vehicle that uses fuel such as gasoline (for gasoline vehicles), light oil (for diesel vehicles), and various gases (for fuel cell vehicles). Applies to In the following description, various inputs by the user are performed by operating the operation switch group 7 or the remote controller 12.
[0051]
First, the main process of the route calculation process for each road type will be described with reference to the flowchart of FIG. In the first S301, the area of the road on which the vehicle is currently traveling is detected based on the area information of the map data.
In the subsequent S302, it is determined whether or not the type of the area detected in S301 is the same as the type of the area that has traveled before.
[0052]
Here, if the type of the area detected in S301 is the same as the type of the area that has traveled before (S301: YES), the process returns to the type of area detected in S301 and the area that has traveled before that. S301 and S302 are repeated until the type is different. On the other hand, if the type of the area detected in S301 is different from the type of the area traveled before (S301: NO), the process proceeds to S303.
[0053]
In S303, it is considered that the type of the area in which the vehicle is traveling has changed, for example, from the urban area to the suburbs. Is calculated based on the fuel consumption on the road in the area and the distance of the road in the area.
[0054]
In subsequent S304, the average value of past fuel consumption in the area is read from the external memory 9. Then, the read average value is used as an evaluation reference value, and the current fuel efficiency is evaluated by comparing with the evaluation reference value. Note that the “current result” shown in FIG. 7B corresponds to the current fuel consumption in the area, and the “average value” corresponds to the evaluation reference value in the area. In S305, the evaluation result in S304 is displayed (see FIG. 7A).
[0055]
In the subsequent S306, a new average value is calculated from the past average value and the current fuel consumption in the area read from the external memory 9 in the previous S304, and updated to the calculated average value.
Next, display processing of route calculation results for each region will be described with reference to the flowchart of FIG.
[0056]
First, in S311, it is determined whether or not the driver has selected display of the route calculation result for each region. Here, if the driver does not select display (S311: NO), the process returns as it is. On the other hand, when the driver selects display (S311: YES), the process proceeds to S312.
[0057]
In subsequent S312, when the driver accepts the selection of display of the route calculation result for each region, the evaluation result in the region up to the previous time is read from the external memory 9 and displayed (FIG. 7B).
In this way, the driving skill of the driver is evaluated by evaluating the fuel efficiency of each region where the vehicle has traveled based on the evaluation reference value. This can be expected to increase the driver's awareness of the environment.
[0058]
[Explanation and effect of sudden brake judgment processing]
Next, the sudden brake determination process executed by the above-described vehicle-mounted navigation device will be described with reference to the flowchart illustrating the sudden brake determination process in FIG. This process is applied when a vehicle-mounted navigation device is mounted on a vehicle that performs brake regeneration during traveling, such as a hybrid vehicle or an electric vehicle. In the following description, various inputs by the user are performed by operating the operation switch group 7 or the remote controller 12.
[0059]
In the first step S401, it is determined whether or not the vehicle was previously determined to be in brake regeneration. Here, if it is previously determined that the vehicle is not in brake regeneration (S401: NO), the process proceeds to S407 (described later). On the other hand, if it was previously determined that the vehicle is in brake regeneration (S401: YES), the process proceeds to S402.
[0060]
In S402, it is determined whether at least one of the vehicle brake is OFF and the vehicle speed is less than 5 km / h. If this condition is not satisfied (S402: NO), it is determined that the vehicle is currently regenerating the brake, and the process proceeds to S409. In S409, the regenerative energy is integrated and the process returns. On the other hand, if this condition is satisfied (S402: YES), it is assumed that the vehicle is not currently regenerating the brake (S403). Then, the process proceeds to S404 (described later).
[0061]
Now, in S407, which was previously determined that the vehicle is not in brake regeneration in the previous S401, the process determines whether the vehicle brake is ON and the vehicle speed is 5 km / h or higher. If this condition is not satisfied (S407: NO), the process returns as it is. On the other hand, if this condition is satisfied (S407: YES), it is assumed that the brake is being regenerated (S408). Then, the process proceeds to S409. In subsequent S409, the regenerative energy is integrated and the process returns.
[0062]
Now, in S404, when the vehicle is not currently in brake regeneration in S403, it is determined whether the amount of regenerative energy accumulated so far by the brake operation is sufficient. Specifically, first, the theoretical value of the regenerative energy in the brake operation is calculated based on the “speed” decreased by the brake operation and the “time” required for the brake operation. Next, the amount of regenerative energy integrated in S409 is compared with the theoretical value of the regenerative energy. Here, if the accumulated amount of regenerative energy is sufficient (S404: YES), the process directly returns. On the other hand, if the accumulated amount of regenerative energy is not sufficient (S404: NO), it is determined that a large amount of energy is discarded from the brake pad as frictional heat in order to ensure brake performance, and the vehicle is currently executing a sudden brake. Determination is made (S405). In the subsequent S406, the sudden brake determination result in S405 is displayed. Specifically, as shown in FIG. 9A, the integrated amount of regenerative energy is displayed together with the ideal amount of regenerative energy. Then return. Thus, it can be expected that the driver's awareness of the environment is increased by displaying the sudden brake determination result.
[0063]
[Explanation and effects of transmission / reception processing of operation technology evaluation processing results]
Next, regarding the transmission / reception processing of the driving technology evaluation processing result executed by the above-described in-vehicle navigation device and the information center, the processing on the in-vehicle navigation device side and the transmission processing of the driving technology evaluation processing result in FIG. The processing on the information center side will be described with reference to the flowchart for explaining the reception processing of the driving skill evaluation processing result in FIG. This process is performed when a vehicle-mounted navigation device is installed in a vehicle that uses fuel such as gasoline (for gasoline vehicles), light oil (for diesel vehicles), and various gases (for fuel cell vehicles). Applies to In the following description, various inputs by the user are performed by operating the operation switch group 7 or the remote controller 12.
[0064]
In the first step S501 of FIG. 10A, it is determined whether or not the driver has instructed that the evaluation result (see FIG. 2C) on the specific route or the like is transmitted to the information center. Here, if the driver has not instructed to send the evaluation result to the information center (S501: NO), the process directly returns. On the other hand, if the driver commands the information center to transmit the evaluation result (S501: YES), the evaluation result is read from the external memory 9 and transmitted (S502). In this case, vehicle type information, a specific route area, identification information for identifying the driver, and the like are transmitted to the information center together with the above evaluation result.
[0065]
On the other hand, when the information center receives the evaluation result from the vehicle (S511 in FIG. 10B), the evaluation result is registered in the personal information database (S512). Next, the evaluation result from the vehicle is evaluated based on the information registered in the personal information database, and the evaluation result is generated as various evaluation data. Specifically, the fuel efficiency of the driver's evaluation result is evaluated by comparing with the fuel efficiency of other vehicle types, and the evaluation data of the vehicle type as the result is generated (S513, FIG. 9 (b)). (See the top row.) Further, the fuel efficiency of the driver's evaluation result is evaluated by comparing with the fuel efficiency of other drivers, and individual evaluation data as the result is generated (S514, lower part of FIG. 9B). reference.). Note that “fuel consumption” in this section corresponds to an evaluation target value, and “fuel consumption of other vehicle types” and “fuel consumption of other driving vehicles” correspond to evaluation reference values. In subsequent S515, the evaluation data is transmitted to the vehicle and the process returns.
[0066]
In the vehicle, as described above, after the evaluation result is transmitted to the information center in S502 of FIG. 10A, the process proceeds to S503. In S503, it is determined whether or not the driver selects the evaluation data transmitted from the information center to the vehicle. Here, when the evaluation data is received, if the driver has not selected (S503: NO), the process directly returns. On the other hand, if the driver selects the evaluation data (S503: YES), the vehicle executes a process of receiving the evaluation data (S504). In the subsequent S505, the received evaluation data is displayed on the display device 10 (S505, FIG. 9B).
[0067]
Thus, the driver's driving skill is objectively evaluated by comparing the driver's fuel efficiency with the fuel efficiency of other vehicle types and the fuel efficiency of other drivers. This can be expected to increase the driver's awareness of the environment.
[Another example]
(1) Vehicles using fuel such as gasoline (in the case of a gasoline vehicle), light oil (in the case of a diesel vehicle), various gases (in the case of a fuel cell vehicle, etc.) However, each process may be applied also when the vehicle-mounted navigation device is mounted on a vehicle that uses electricity, such as an electric vehicle. In this case, (a) First, the amount of electricity (corresponding to the “consumption efficiency value”) stored in the battery 16 at the time when the vehicle passes through the waypoint is calculated using the place before the route point. The power consumption in the evaluation section is calculated by subtracting from the amount of electricity stored in the battery 16 when the vehicle passes. (B) Next, the distance of the evaluation section is calculated based on the link information stored in the map data input device 6. (C) Then, “power consumption per unit distance” (hereinafter, simply referred to as “power consumption” in this section) is calculated by dividing the power consumption in the evaluation section by the distance in the evaluation section. (D) The power consumption for the last three times in the evaluation section is read from the external memory 9, and the average value of the power consumption for the last three times read is calculated. The calculated average value is set as a reference value “evaluation reference value” when evaluating whether or not the current power consumption in the evaluation section is excellent. (E) Evaluation is performed by comparing the power consumption in the previously calculated evaluation section with the evaluation reference value. (F) Further, the evaluation result is stored in the external memory 9 together with information such as the specific route number. Even in such a case, the same operational effects as the above-described embodiment can be obtained.
[0068]
The transmission / reception processing of the driving technology evaluation processing results of the above embodiment is applied when a vehicle-mounted navigation device is mounted on a vehicle that performs brake regeneration during traveling, such as a hybrid vehicle or an electric vehicle, and the driver's integration is performed. The amount of regenerative energy may be compared with the amount of accumulated regenerative energy of other vehicle types and the amount of regenerative energy of other drivers.
(2) In each process such as the driving technology evaluation process of the above embodiment, the fuel efficiency in a specific route or the like is evaluated by comparing the average value of the past three fuel consumptions in the specific route or the like. For example, the evaluation may be made by comparing with (B) the most excellent or the most inferior fuel consumption in the past. In this case, the above-described best or inferior one may be detected in advance, or may be detected when evaluating the fuel consumption on the specific route. Even if comprised in this way, there exists an effect similar to the said Example. (B) Further, the evaluation may be made by comparing with the recent fuel consumption in the specific route. Even if comprised in this way, there exists an effect similar to the said Example. (C) Further, the evaluation may be made by comparing with a value specified in advance by an experiment or the like, such as a 10-mode value. Even if comprised in this way, there exists an effect similar to the said Example.
[0069]
In addition, the average value of the past three fuel consumptions in the specific route or the like may be calculated each time the fuel consumption in the specific route or the like is evaluated, or may be calculated in advance and stored in the external memory 9. It may be left.
(3) In each process such as the driving technique evaluation process of the above embodiment, the evaluation result such as the fuel consumption is displayed on the display device 10. However, even if the evaluation result is notified by voice using a voice output device (not shown). Good. Further, the evaluation result may be notified by lighting of a lamp or a buzzer. If the evaluation result is notified to the user by voice in this way, the user can confirm the evaluation result without moving the viewpoint, so that further safe driving can be achieved.
(4) In the above embodiment, when the driver selects the display of the evaluation result on the specific route or the like, the evaluation result is read from the external memory 9 and displayed (see S122 in FIG. 4). For example, the evaluation result may be displayed when traveling on a specific route is completed.
(5) A program for executing each process shown in the flowcharts of FIGS. 2, 3, 5, 6, 8 and 10A described above or a navigation process including them is previously stored in the control circuit 8. It may be incorporated in the CD-ROM, or may be stored together in a CD-ROM or the like storing map data, and loaded into the control circuit 8 from there and used. Also, for example, it can be used by being downloaded from an information center and activated.
(6) In the above embodiment, based on the data detected by the position detector 1, the control circuit 8 specifies the current vehicle position while interpolating the error of the current vehicle position. However, the position detector 1 is not necessarily required to specify the current position. For example, position information may be acquired from a roadside beacon or the like via an external information input / output device (not shown), and the current position may be specified based on the position information. Alternatively, a mobile phone, PHS, or the like may be connected to the navigation device, and the current location may be specified by a position specifying function of the mobile phone, PHS, or the like.
[Brief description of the drawings]
FIG. 1 is a configuration diagram illustrating a configuration of an in-vehicle navigation device according to an embodiment.
FIG. 2A is a flowchart for explaining a route calculation process executed by the in-vehicle navigation device of the embodiment, and FIG. 2B shows the contents of a specific route information table stored in the in-vehicle navigation device of the embodiment. (C) is explanatory drawing explaining the content of the driving skill evaluation result information table which the vehicle-mounted navigation apparatus of an Example memorize | stores.
FIG. 3A is a flowchart for explaining a driving skill evaluation process executed by the in-vehicle navigation device according to the embodiment. FIG. 3B is a flowchart showing a driving skill evaluation result display process executed by the in-vehicle navigation device according to the embodiment. It is a flowchart explaining these.
FIG. 4A is an explanatory diagram for explaining a guide route along which a vehicle travels, and FIG. 4B is a display example of a driving skill evaluation result.
FIG. 5A is a flowchart for explaining a route calculation learning process executed by the in-vehicle navigation device of the embodiment, and FIG. 5B is a flowchart for explaining a route calculation processing executed by the in-vehicle navigation device of the embodiment. (C) is explanatory drawing explaining the content of the evaluation result information table classified by road which the vehicle-mounted navigation apparatus of an Example memorize | stores.
6A is a flowchart for explaining route calculation processing for each region executed by the in-vehicle navigation device according to the embodiment, and FIG. 6B is a route calculation for each region executed by the in-vehicle navigation device according to the embodiment. It is a flowchart explaining the display process of a result.
FIG. 7A is a display example of a driving technique evaluation result of route calculation processing by region executed by the vehicle-mounted navigation device of the embodiment, and FIG. 7B is a region executed by the vehicle-mounted navigation device of the embodiment. It is an example of a display of another route calculation result.
FIG. 8 is a flowchart illustrating a sudden brake determination process executed by the vehicle-mounted navigation device according to the embodiment.
9A is a display example of an evaluation result of a sudden brake determination process executed by the in-vehicle navigation device according to the embodiment, and FIG. 9B is a display example of information received from the information center by the in-vehicle navigation device according to the embodiment. It is a display example.
FIG. 10A is a flowchart for explaining a transmission technique evaluation process result transmission process executed by the in-vehicle navigation device of the embodiment, and FIG. 10B is a drive technique evaluation process result executed by the information center of the embodiment; It is a flowchart explaining the receiving process.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Position detector, 2 ... Geomagnetic sensor, 3 ... Gyroscope,
4 ... distance sensor (vehicle speed sensor), 5 ... GPS receiver, 6 ... map data input device,
7 ... Operation switch group, 8 ... Control circuit, 9 ... External memory, 10 ... Display device,
11 ... remote control sensor, 12 ... remote control, 13 ... mobile phone,
14 ... External network, 15 ... Fuel tank, 16 ... Battery, 17 ... Brake

Claims (2)

Brake regeneration determination means for determining whether or not the vehicle is in brake regeneration;
Regenerative energy integration means for integrating the amount of regenerative energy that the vehicle regenerates while the brake regeneration determination means determines that the vehicle is in brake regeneration, and
Vehicle speed detection means for detecting the current speed of the vehicle;
Based on the current speed of the vehicle detected by the vehicle speed detection means, a speed (hereinafter referred to as a “deceleration value”) decelerated while the brake regeneration determination means determines that the vehicle is in brake regeneration. Deceleration value calculating means for calculating
Regenerative time calculating means for calculating a time during which the vehicle is determined to be brake regenerating by the brake regeneration determining means (hereinafter referred to as “regeneration time”);
Based on the deceleration value calculated by the speed calculating means and the regeneration time calculated by the regeneration time calculating means, the amount of regenerative energy when the brake regeneration determining means determines that the vehicle is regenerating the brake ( Hereinafter, it will be referred to as “theoretical regenerative energy amount”).
Regenerative energy evaluation means for evaluating the regenerative energy amount accumulated by the regenerative energy accumulation means based on the theoretical regenerative energy amount calculated by the theoretical regenerative energy calculation means;
A driving skill evaluation device comprising: In the driving technology evaluation apparatus according to claim 1,
An operation technique evaluation apparatus comprising: an evaluation result notifying means for notifying an evaluation result by the regenerative energy evaluating means.

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