JP5012719B2 - In-vehicle device - Google Patents

Description

  The present invention relates to an in-vehicle device that evaluates driving performed in a host vehicle.

  In recent years, the issuance of the Kyoto Protocol has come into effect, and advanced countries are required to achieve greenhouse gas reduction targets. Along with this, social interest in global environmental issues such as global warming has increased, and contribution to global environmental issues has become a boom. Against this background, for automobile-related manufacturers, efforts to address global environmental issues have become a social mission as well as efforts to improve automobile safety. However, there is a limit to the improvement of global environmental problems only through the efforts of automobile-related manufacturers. For this reason, it is possible to encourage individual drivers to operate to reduce global warming gas emissions and energy consumption (hereinafter also referred to as eco-driving) and to improve driving technology for eco-driving. Very important. In addition, by performing eco-driving, the fuel efficiency of the vehicle is improved and safe driving is performed. Therefore, it is very preferable to encourage the driver to drive ecologically and to improve the driving technology for the driver's ecological driving.

  Here, it is necessary to indicate how much eco-driving is performed in the driving of the driver in order to promote the eco-driving to the driver and improve the driving technology for the driver's eco-driving. Therefore, Patent Document 1 describes a vehicle driving state evaluation system that calculates the fuel consumption of a vehicle based on the torque pattern of the vehicle, the rotational speed of the engine, the accelerator operation amount, and the like. In this vehicle driving state evaluation system, the average fuel consumption and instantaneous fuel consumption are displayed as numerical values, and the surplus driving force is displayed in a bar graph format.

  Patent Document 2 describes a device that displays the average fuel efficiency, instantaneous fuel efficiency, normal fuel efficiency, and the highest historical fuel efficiency of a vehicle. Patent Document 3 describes the acceleration of a hybrid vehicle as a deceleration region, a low acceleration region, A device that displays the driving efficiency and instantaneous fuel consumption in each region is described, which is classified into four regions, a medium acceleration region and a high acceleration region.

  Patent Document 4 describes a fuel consumption display device mounted on a hybrid vehicle. This fuel consumption display device displays the instantaneous fuel consumption when the hybrid vehicle is running on the engine, and displays that the vehicle is running on the motor when the hybrid vehicle is running on the motor. To do.

Further, Patent Document 5 describes a fuel consumption display device that shows the instantaneous fuel consumption and average fuel consumption of a vehicle by means of a bar graph, the brightness and color tone of an image displayed on a liquid crystal display, and the like.
The systems and devices described in Patent Literature 1 to Patent Literature 5 display information on the fuel consumption of the engine. By using these systems and devices, the user can determine how much the fuel consumption of the engine is. It is possible to grasp how much eco-driving was possible from the viewpoint of whether or not there was. On the other hand, in addition to the above-described viewpoint of fuel consumption, there are various viewpoints such as whether the accelerator opening is appropriate, how much the air conditioner is used, whether it is heading to the destination by an optimal route, etc. It is possible to evaluate how much eco-driving has been performed. However, when the systems and apparatuses described in Patent Document 1 to Patent Document 5 are used, the user cannot grasp how much eco-driving can be performed from a viewpoint other than fuel consumption. .

Here, Patent Literature 6 describes a driving state display device that performs scoring on driving based on vehicle acceleration. This driving state display device performs driving scoring by deducting points when sudden acceleration or sudden deceleration is performed, and displays the scoring results together with fuel consumption and fuel consumption. By using the driving state display device described in Patent Document 6, the user can reduce the amount of eco-friendliness in terms of whether he / she traveled without unnecessary acceleration and whether fuel consumption of the engine could be suppressed. It is possible to grasp how much driving can be performed. However, this operation state display device only displays the respective determination results in the above-described two viewpoints. For this reason, it is difficult for the user to comprehensively determine how much eco-driving has been performed simply by looking at the determination results, and promptly grasp the appropriate determination results regarding the degree of eco-driving. Can not do it.
JP 2002-89349 A JP 2002-225593 A JP 2007-253727 A JP 2007-253864 A JP 2007-256158 A JP 2007-22505 A

  The present invention has been made in order to solve the above-described problems, and an object thereof is to provide an in-vehicle device that allows a user to quickly grasp an appropriate determination result regarding the degree of eco-driving. And

In the vehicle-mounted device according to claim 1, which is made to solve the above-described problem, at least one of a state in which exhaust gas emission is suppressed or energy consumption is suppressed in the operation performed in the host vehicle. It is determined how much eco-driving, which is driving in either state, has been performed. The in-vehicle device includes, in a plurality of different viewpoints, a determination unit that performs an eco-driving determination that determines the degree of eco-driving, and a determination in each viewpoint that is related to the eco-driving determination performed by the determining unit. Weighting means for weighting the result.
Further, to execute the eco-drive judging for a plurality of different viewpoints to the determining means, for determining these eco-driving based on the determination result weighted is performed by the weighting means, for operation performed in the vehicle, the eco-driving Eco-driving level specifying means for specifying an eco-driving level, which is a comprehensive evaluation result of the degree of the vehicle being performed, and season specifying means for specifying the current season .
Then, the determination means performs eco-driving determination in terms of the degree of use of the air conditioner of the host vehicle, and the weighting means weights the determination result in terms of the degree of use of the air conditioner based on the current season specified by the season specifying means. I do.

  In general, with regard to how much eco-driving has been performed, whether fuel consumption of the engine could be suppressed, whether the accelerator opening was appropriate, how much air-conditioner was used, and the optimal route toward the destination It can be judged from various viewpoints, such as whether or not. The different viewpoints in claim 1 are, for example, whether the fuel consumption of the engine could be suppressed, whether the accelerator opening was appropriate, how much the air conditioner was used, and the optimal route toward the destination It is a viewpoint such as whether or not. The determination means determines how much eco-driving has been performed from the viewpoint described above based on the state of the host vehicle, the travel route of the host vehicle, and the like.

  Further, for example, even if the fuel consumption of the engine falls below the average, it can be considered that a high evaluation should not be given for eco-driving if the speed is too high. In addition, for example, when there are a large number of passengers or when a large amount of luggage is loaded, the energy consumed by traveling increases, but even in such a case, unnecessary acceleration is suppressed. For example, if the vehicle has been operated, an appropriate evaluation should be given for eco-driving. Thus, it can be said that it is difficult to appropriately determine the degree of eco-driving unless comprehensive determination is performed from various viewpoints.

  Therefore, the in-vehicle device according to claim 1 determines how much eco-driving has been performed from a plurality of viewpoints, such as whether fuel consumption of the engine can be suppressed or whether the accelerator opening is appropriate. . And based on each determination result, the eco-driving level which is a comprehensive determination result about the degree to which eco-driving was performed is specified. By doing so, the in-vehicle device can perform various processes based on the specified eco-driving level. Therefore, for example, the in-vehicle device outputs the eco-driving level specified for the external device, the external device displays the eco-driving level, etc. It is possible to promptly grasp the correct determination result.

  In addition, each determination result of the eco-driving determination from a plurality of different viewpoints such as whether the accelerator opening is appropriate, how much the air conditioner is used, how much the air conditioner is used, etc. has different scales. I can say that. For this reason, in order to comprehensively determine the degree of eco-driving based on the determination results of these eco-driving determinations, it is considered that each determination result should be optimized. Moreover, it can be said that the importance in specifying an eco-driving level differs from the viewpoint of each eco-driving determination.

On the other hand, in the in-vehicle device according to the first aspect, the determination result of the eco-driving determination from each viewpoint is weighted, and the eco-driving level is specified by the determined determination result. For this reason, the in- vehicle device can make the user grasp a more appropriate determination result with respect to the degree of eco-driving.
Further, the in-vehicle device according to claim 2 includes determination means, weighting means, and eco-driving level specifying means similar to those of claim 1, and further includes travel location specifying means for specifying the travel location of the host vehicle. Then, the determination unit performs the eco-driving determination from the viewpoint of appropriateness of the traveling speed of the host vehicle, and the weighting unit determines the traveling speed of the host vehicle based on the traveling location of the host vehicle specified by the traveling location specifying unit. The determination result in terms of appropriateness is weighted.
For this reason, the same effect as that of the first aspect can be obtained.
In the in-vehicle apparatus according to claim 3, when the highway is specified as the travel location of the host vehicle by the travel location specifying unit, the weighting unit determines in terms of appropriateness of the travel speed of the host vehicle. While reducing the weight to a result, the weight to the determination result in another viewpoint is increased.
In addition, it is possible to assume a case where the importance of eco-driving determination differs according to vehicle specifications such as vehicle equipment and destination. Moreover, although the case where the content of eco-driving determination changes according to the specification of a vehicle can be assumed, it is thought that the said importance changes by changing the content of eco-driving determination.

Therefore, in claim 4 , the in-vehicle device further includes information specifying means for specifying information related to the specification of the own vehicle, and the weighting means determines each of the determinations based on the information related to the specification of the own vehicle specified by the information specifying means. Weight the results.

  Here, the information specifying means may specify information related to the specification of the host vehicle by acquiring information from an external device connected to the in-vehicle device. Further, for example, information related to the specification of the host vehicle may be specified based on information stored in a storage unit included in the in-vehicle device.

By doing so, the in-vehicle device can perform the optimum weighting according to the specification of the mounted vehicle, and can specify an appropriate eco-driving level according to the specification of the vehicle.
Moreover, the vehicle-mounted device may allow the user to grasp the eco-driving level as follows.

That is, as described in claim 5 , the in-vehicle device includes a display means for displaying various information and any period after the start of operation of the host vehicle as a first determination period. The first eco-driving level, which is the eco-driving level for driving the vehicle in one judgment period, is specified by the eco-driving level specifying means, and the first eco-driving level specified by the eco-driving level specifying means is displayed. Control means for displaying on the means may be provided.

  In addition, any period after the start of the operation of the host vehicle may be, for example, a period until a predetermined time elapses from any time point after the start of the operation of the host vehicle. Further, it may be a period until the host vehicle travels a predetermined distance from any time point after the start of driving of the host vehicle.

  By doing so, the user can grasp the eco-driving level for the driving performed in a specific period by visually recognizing the display means. Therefore, the in-vehicle device can make the user accurately grasp the eco-driving level.

Further, the in-vehicle device may specify the eco driving level as follows.
That is, as described in claim 6 , the in-vehicle device is a timing detection unit that detects arrival of a determination timing that is a timing that repeatedly arrives after the start of driving of the host vehicle and that specifies an eco-driving level. May be further provided. Further, when the arrival of the determination timing is detected by the timing detection unit, the control unit sets a first period from the determination timing detected by the previous timing detection unit to the determination timing newly detected by the timing detection unit. The first eco-driving level specified by the eco-driving level specifying means is displayed, and the first eco-driving level specified by the eco-driving level specifying means is displayed. May be displayed.

  By carrying out like this, the vehicle-mounted apparatus can display the newest eco-driving level regularly about the driving | running currently performed with the own vehicle. Therefore, the user can grasp the eco-driving level in real time for the driving currently being performed on the host vehicle.

The determination timing may be the following timing.
That is, as described in claim 7 , the timing detection means considers that the determination timing has arrived every time the first time has elapsed from any time point after the start of operation of the host vehicle. Also good.

By doing so, the user can newly grasp the eco-driving level for the driving currently performed in the host vehicle every time a predetermined time elapses.
In addition, as described in claim 8 , the timing detection means that the determination timing has arrived every time the host vehicle travels a predetermined distance from any time point after the start of driving of the host vehicle. You may consider it.

By doing so, the user can newly grasp the eco-driving level for the driving currently being performed on the host vehicle every time the host vehicle travels a predetermined distance.
Further, the in-vehicle device may display an eco driving level for driving performed in a short period and an eco driving level for driving performed for a long period of time.

That is, as described in claim 9 , the control means specifies the first eco-driving level for the driving of the host vehicle in the first determination period by the eco-driving level specifying means, and the first A second eco-driving level that is an eco-driving level for driving the host vehicle in the second judgment period that is a period including the judgment period may be specified by the eco-driving level specifying means. Then, the control means may display the first eco driving level specified by the eco driving level specifying means and the second eco driving level in parallel with the display means.

  By doing so, the user can instantly grasp the eco-driving level for the driving of the host vehicle performed in a short time and the eco-driving level for the driving of the host vehicle performed over a long period of time, It is possible to easily compare the eco-driving level in a short period and the eco-driving level in a long period. Thereby, for example, the user can easily compare the eco-driving level for the currently performed driving and the eco-driving level for the driving from the start of driving to the present.

The in-vehicle device may display the first eco-drive level and the second eco-drive level as follows.
That is, as described in claim 10 , when the control unit specifies the first eco-driving level and specifies the second eco-driving level, the control unit determines the first eco-driving level and the second eco-driving level. The eco-driving level may be displayed simultaneously on the display means.

  By doing so, the in-vehicle device can simultaneously update the first eco-drive level and the second eco-drive level displayed on the display means, and the first eco-drive level displayed on the display means. And the second eco-driving level can be updated nicely.

Further, the in-vehicle device may specify the eco-driving level for the driving of the host vehicle in the following period.
That is, as described in claim 11 , the control means may cause the eco-driving level specifying means to specify the eco-driving level in a period starting from the time when the driving of the host vehicle is started.

By doing so, the user can grasp the eco-driving level for driving from the start of driving of the own vehicle to the present.
Moreover, when the driver of the own vehicle changes, the vehicle-mounted device may specify the eco-driving level as follows.

That is, as described in claim 12 , the in-vehicle device may further include a driver change detection unit that detects a change in the driver. Then, when the driver change is detected by the driver change detecting means, the control means causes the eco driving level specifying means to newly specify the eco driving level in the period starting from the time when the driver change is detected. Also good.

  By doing so, the in-vehicle device can specify and display the eco-driving level for each driver. Therefore, the user can grasp the eco-driving level for the driving performed by each driver.

The in-vehicle device may display the eco driving level at the following timing.
That is, as described in claim 13 , when the control means causes the eco-drive level specifying means to specify the eco-drive level, the control means specifies the eco-drive level specified by the eco-drive level specifying means while the host vehicle is stopped. You may display on the said display means.

By doing so, the driver can check the eco-driving level slowly.
Further, when the host vehicle is in an idling state, if the eco-driving level is specified by the same method as that in the normal time, the eco-driving level may not be appropriately specified. Further, for example, when the host vehicle is in an idling state, the engine is operating even though the host vehicle is stopped, and such a state can be said to be undesirable from the viewpoint of eco-driving.

Therefore, in the in-vehicle device according to the fourteenth aspect , when the host vehicle is in a predetermined traveling state, the control means causes the display means to display the first eco-driving level as the lowest level.
Here, the predetermined traveling state may be, for example, a case where the speed of the host vehicle becomes 0 while the engine of the host vehicle is operating, or the automatic transmission of the automatic transmission is operated while the engine of the host vehicle is operating. For example, the position of the select lever may be parking or neutral.

  By doing so, the in-vehicle device can prevent an inappropriate eco-driving level from being displayed when the host vehicle is in an idling state, for example. Further, for example, the user can be alerted so that idling or the like is not performed more than necessary.

  Further, if the time until the lowest level is displayed as the first eco-driving level after the host vehicle is in a predetermined traveling state varies, the user may feel uncomfortable.

Therefore, in the in-vehicle device according to claim 15 , the control means is configured to display the first eco-driving level with respect to the display means when the second time has elapsed after the host vehicle enters a predetermined traveling state. Is displayed as the lowest level.

By doing so, even when the host vehicle is in a predetermined running state, the first eco-driving level can be displayed as the lowest level without a sense of incongruity.
Further, when a failure occurs in the host vehicle, the eco-driving level may not be properly specified.

Therefore, the in-vehicle device according to claim 16 further includes an abnormality determination unit that determines whether or not the eco-drive level specifying unit can appropriately specify the eco-drive level. The control means causes the eco-driving level specifying means to specify the eco-driving level only when the abnormality determining means determines that the eco-driving level specifying means can appropriately specify the eco-driving level.

Here, the abnormality determination unit may consider that the eco-driving level cannot be properly specified when a failure occurs in the host vehicle.
By doing so, the in-vehicle device can prevent an inappropriate eco-driving level from being specified.

The in-vehicle device according to claim 17 further includes a diagnosis unit that determines whether or not the eco-drive level specifying unit can appropriately specify the eco-drive level. Then, the control means includes an abnormal period that is a period in which the determination of the eco-driving level cannot be appropriately performed by the diagnosis means in the determination period related to the eco-driving level specified by the eco-driving level specifying means. If so, the eco-driving level is corrected based on the determination period and the abnormal period.

  Note that the diagnosis unit may consider that the eco-driving level cannot be appropriately specified when a failure occurs in the host vehicle. In addition, the diagnosis means cannot appropriately specify the eco-driving level when the host vehicle is in a predetermined state such as an idling state and there is a possibility that an appropriate eco-driving level cannot be identified by the same method as normal. May be considered.

  By doing so, the in-vehicle device can specify a more appropriate eco-driving level.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The embodiments of the present invention are not limited to the following embodiments, and various forms can be adopted as long as they belong to the technical scope of the present invention.

[First embodiment]
First, the first embodiment will be described.
[Description of configuration]
The navigation device 10 according to the first embodiment is an eco-driving which is a driving in a state in which exhaust gas emission is suppressed or a driving in which energy consumption is suppressed with respect to the driving performed in the host vehicle. It has a function of specifying and displaying an eco-driving level indicating how much has been performed. FIG. 1 is a block diagram illustrating a configuration of a navigation device 10 and a device connected to the navigation device 10 according to the first embodiment. The navigation device 10 is connected to the engine ECU 20, the vehicle speed detection device 30, the automatic transmission control device 40, and the air conditioner ECU 50 via the in-vehicle LAN 60.
The engine ECU 20 is an ECU for controlling the engine of the host vehicle. The engine ECU 20 transmits the engine speed, the accelerator opening, the fuel injection amount, and the like to the navigation device 10 via the in-vehicle LAN 60 at a cycle of 100 ms.

The vehicle speed detection device 30 is a device that measures the vehicle speed of the host vehicle based on the vehicle speed pulse and transmits the measured vehicle speed to the navigation device 10 via the in-vehicle LAN 60.
The automatic transmission control device 40 is a device for controlling an automatic transmission mounted on the host vehicle. The automatic transmission control device 40 transmits the position of the select lever, the power mode ON / OFF state, and the sports mode ON / OFF state to the navigation device 10 via the in-vehicle LAN 60. The power mode and the sport mode are modes for driving with the vehicle's torque increased. In the power mode ON state or the sport mode ON state, the automatic transmission has priority on the low speed gear. To choose. The ON / OFF state of the power mode or the sports mode is set by a user operation.

  The air conditioner ECU 50 is a device for performing air conditioning of the host vehicle. The air conditioner ECU 50 transmits the ON / OFF state of the compressor for performing air conditioning to the navigation device 10 via the in-vehicle LAN 60.

  FIG. 2 is a block diagram showing a detailed configuration of the navigation device 10. The navigation device 10 includes an operation unit 11, a display unit 12, an audio output unit 13, a storage unit 14, a map data input device 15, an external communication device 16, a control unit 17, a position detector 18, and an in-vehicle LAN communication unit 19. Has been.

The operation unit 11 is a part that receives various instructions from the user, and specifically includes a mechanical key switch, a touch switch, and the like.
The display unit 12 is a part that performs various displays, and specifically includes an LCD, an organic EL, or the like.

The sound output unit 13 is a part that outputs sound based on a signal input from the control unit 17.
The storage unit 14 is configured by a device (for example, HDD) that does not require a storage holding operation, and can store various types of information. Further, the storage unit 14 stores information that can identify the model of the host vehicle and the destination.

  The map data input device 15 is an apparatus for inputting various data such as map data used when performing route guidance and the like, and facility search information used when searching for a predetermined facility. As a storage medium for these data, a CD-ROM or a DVD-ROM is generally used because the amount of data is enormous.

  The external communication device 16 acquires traffic information (accident information, traffic jam information, etc.) from an information center of VICS via an optical beacon or a radio beacon installed on the roadside. Moreover, the traffic information transmitted by FM multiplex broadcasting is also acquired.

  The control unit 17 is configured around a known microcomputer including a CPU, a ROM, a RAM, an I / O, a bus line connecting these, and the like. The control unit 17 is a part that controls each part of the navigation device 10 in accordance with a program stored in the ROM. In addition, the control unit 17 receives input of information for specifying a driver via the operation unit 11.

  The position detector 18 receives a radio wave from a GPS (Global Positioning System) artificial satellite via a GPS antenna (not shown) and detects the position, direction, speed, etc. of the vehicle. A gyroscope 18b for detecting the magnitude of the rotational motion to be applied and a distance sensor 18c for detecting the distance traveled from the longitudinal acceleration of the vehicle or the like are provided. Since these have errors of different properties, they are configured to be used while complementing each other.

  The in-vehicle LAN communication unit 19 is a part that transmits and receives various information through the in-vehicle LAN 60. When the in-vehicle LAN communication unit 19 detects an abnormality in the in-vehicle LAN 60, the in-vehicle LAN communication unit 19 notifies the control unit 17 to that effect.

[Description of operation]
Next, a detailed operation of the navigation device 10 in the first embodiment will be described.
(1) Environmental Driving Diagnosis Screen First, the environmental driving diagnosis screen displayed on the display unit 12 of the navigation device 10 of the first embodiment will be described. FIG. 3 shows a general overview of the degree of eco-driving that is performed in a state where exhaust gas emission is suppressed or energy consumption is constrained for driving performed in the host vehicle. An environmental driving diagnosis screen 100 that displays an eco-driving level that is a typical determination result is described. The environmental driving diagnosis screen 100 includes an eco driving level display area 110 for a determination target period, an eco driving level display area 120 for one trip, a fuel consumption display area 130, an eco point display area 140, an eco rank display area 150, And a driving advice display area 160.

  First, the eco-drive level display area 110 in the determination target period will be described. The navigation device 10 sets the eco-driving level for a period from one minute before to the present time (hereinafter also referred to as a first determination target period) in a one-minute period after the start of the first eco-driving level specifying process described later. It is specified as any level from 0 to 12. Hereinafter, the eco-driving level in the first determination target period is also referred to as a 1-minute eco-driving level. The eco-drive level display area 110 in the determination target period is an area for displaying the eco-drive level for 1 minute. In the eco-drive level display area 110 in the determination target period, the eco-drive level for 1 minute is displayed in a bar graph format.

  The one-trip eco-driving level display area 120 is from when the driving of the host vehicle is started or when the driver changes to the end point of the first determination target period related to the eco-driving level of 1 minute. This is an area for displaying the eco-driving level in the period (hereinafter also simply referred to as an eco-driving level of 1 trip). In the eco-drive level display area 120 of 1 trip, the eco-drive level of 1 trip specified as any level from 0 to 12 is displayed in a bar graph format.

  Next, the fuel consumption display area 130 will be described. The navigation device 10 specifies the fuel consumption (travel distance per liter of fuel) for a period from one minute before to the present time in a one-minute cycle after the start of driving of the host vehicle. This is an area for displaying the specified fuel consumption.

The eco-point display area 140 is an area for displaying eco-points given according to the eco-drive level of 1 trip.
Further, the eco rank display area 150 is an area for displaying an eco rank assigned in accordance with an eco point. In addition, there are three statuses of Eco, Gold, Silver, and Blue, with Gold being the highest and Blue being the lowest. Each status further has three levels 1 to 3, with 3 being the highest and 1 being the lowest.

The eco-driving advice display area 160 is an area for displaying driving advice for improving the eco-driving level.
(2) First Eco Driving Level Specifying Process Next, a first eco driving level specifying process, which is a process in which the navigation device 10 of the first embodiment specifies and displays the eco driving level, will be described. This process is performed after an operation to start driving the host vehicle is performed, the driver is specified by the navigation device 10, and the navigation device 10 specifies a recommended route to the destination set by the user. It is a process to be started. The navigation device 10 may specify a driver based on user information transmitted from a portable device in the smart entry system, for example. Further, when the navigation device 10 receives a predetermined operation via the operation unit 11 after the start of this process, the navigation device 10 displays the environmental operation diagnosis screen 100 shown in FIG. The level and the eco-drive level of 1 trip are displayed respectively.

  In S205, the control unit 17 of the navigation device 10 initializes the eco-drive level for 1 minute and the eco-drive level for 1 trip, and the process proceeds to S210. In the state where these driving levels are initialized, the eco-driving level of level 0 is displayed in the eco-driving level display area 110 for the determination target period and the eco-driving level display area 120 for one trip on the environmental driving diagnosis screen 100. Is displayed.

  In S <b> 210, the control unit 17 determines whether information for specifying another driver is input via the operation unit 11. When information specifying another driver is input (S210: Yes), the control unit 17 considers that the driver has changed, and shifts the processing to S205. When information specifying another driver is not input (S210: No), the control unit 17 considers that the driver has not been changed, and shifts the processing to S215.

  In S215, the control part 17 determines whether the driving | operation of the own vehicle was complete | finished. When the driving of the host vehicle is finished (S215: Yes), the control unit 17 finishes this process. When the driving of the host vehicle has not ended (S215: No), the control unit 17 shifts the process to S220.

  In S220, the control unit 17 determines whether or not 1 minute has elapsed from the time when the eco-driving level was initialized in S205 or the time when it was determined that 1 minute had passed in the previous S220. To do. When it is determined that one minute has passed (S220: Yes), the control unit 17 shifts the process to S225. When it is determined that one minute has not elapsed (S220: No), the control unit 17 shifts the process to S210. Note that the timing at which one minute has elapsed by the control unit 17 in S220 corresponds to the determination timing in claim 5.

  In S225, the control unit 17 determines whether or not the host vehicle is idling. Specifically, when the control unit 17 determines that the vehicle speed of the host vehicle is 0 km / h continuously for a predetermined time based on the vehicle speed history received from the vehicle speed detection device 30, the host vehicle is idling. Consider it. When the host vehicle is idling (S225: Yes), the control unit 17 shifts the process to S230. When the host vehicle is not idling (S225: No), the control unit 17 shifts the process to S245. Note that the control unit 17 determines that the position of the select lever of the automatic transmission is a neutral or parking position continuously for a predetermined time based on the history of the position of the select lever received from the automatic transmission control device 40. If determined, the vehicle may be considered to be in an idling state.

In S230, the control part 17 specifies the eco-driving level for 1 minute as 0, and transfers a process to S235.
In S235, the control part 17 specifies the eco-drive level of 1 trip, and transfers a process to S210. A method for specifying the eco-driving level will be described later.

  In S240, when the environmental operation diagnosis screen 100 is displayed on the display unit 12, the control unit 17 determines the eco-drive level for 1 minute specified in S230 and the eco-drive level for one trip specified in S235. Based on the above, the eco-driving level display area 110 for the determination target period and the one-trip eco-driving level display area 120 on the environmental driving diagnosis screen 100 displayed on the display unit 12 are simultaneously updated. And the control part 17 transfers a process to S245.

  In S245, which is shifted when the host vehicle is not stopped, the control unit 17 starts at 1 point when the eco-driving level is initialized in S205 or when it is determined that 1 minute has passed in the previous S220. It is determined whether an abnormality has occurred in the in-vehicle LAN 60 or the engine ECU 20, the vehicle speed detection device 30, the automatic transmission control device 40, and the air conditioner ECU 50 during a period until the elapse of time (first determination target period). Specifically, when the control unit 17 detects an abnormality occurring in the in-vehicle LAN 60 via the in-vehicle LAN communication unit 19 during the above period, the control unit 17 considers that an abnormality has occurred in the in-vehicle LAN 60. In addition, when the control unit 17 receives a notification that an abnormality has occurred from the device during the first determination target period, the controller 17 considers that the device has failed. When it is determined that no abnormality has occurred in the in-vehicle LAN 60 or the like in the first determination target period (S245: Yes), the control unit 17 shifts the process to S250. When it is determined that an abnormality has occurred in the in-vehicle LAN 60 or the like during the first determination target period (S245: No), the process proceeds to S210.

  In S250, the control unit 17 specifies the eco-driving level for 1 minute and the eco-driving level for 1 trip, and the process proceeds to S255. A method for specifying these eco-driving levels will be described later.

  In S255, when the environmental driving diagnosis screen 100 is displayed on the display unit 12, the control unit 17 displays based on the one-minute eco-driving level specified in S250 and the one-trip eco-driving level. The eco-driving level display area 110 for the determination target period and the one-trip eco-driving level display area 120 on the environmental driving diagnosis screen 100 displayed on the unit 12 are simultaneously updated. And the control part 17 transfers a process to S210.

(3) Process for specifying eco-driving level Next, in S235 and S250 of the first eco-driving level specifying process, one trip and the eco-driving level in the first determination target period described above are specified. The process will be described. One trip is a period from the time when the eco-drive level is initialized in S205 to the end of the first determination target period related to the eco-drive level for 1 minute. That is, one trip means a period from the time when a predetermined driver starts driving to the determination timing of the eco-driving level for one minute. The control unit 17 of the navigation device 10 includes (a) accelerator opening determination, (b) appropriate gear use determination, (c) air conditioner use determination, (d) accelerator off use determination, (e) travel speed compliance determination, (f ) Make six eco-driving judgments called eco-route usage judgment, and specify the eco-driving level based on the judgment result of each eco-driving judgment. First, specific contents of these eco-driving determinations will be described.

(A) Accelerator opening determination The accelerator opening determination is an eco-driving determination for specifying the degree of eco-driving from the viewpoint of whether the accelerator opening is appropriate. The navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms after the start of driving, and receives the accelerator opening from the engine ECU 20 at a cycle of 100 ms.

  Based on the received vehicle speed history, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period. Moreover, the control part 17 considers it as a suitable accelerator opening, when an accelerator opening is below a predetermined value. And the control part 17 is based on the log | history of the received vehicle speed, and the log | history of accelerator opening, The travel distance in the appropriate accelerator opening in 1 trip, and the travel distance in the appropriate accelerator opening in the 1st determination object period And calculate.

  The control part 17 makes the determination result of accelerator opening determination the degree by which driving | running | working with the appropriate accelerator opening was performed in 1 trip and 1st determination object period. Specifically, the control unit 17 determines the accelerator opening degree determination result (ACCP (1 trip)) for one trip and the accelerator opening degree determination for the first determination target period as follows. The result (ACCP (first determination target period)) is specified.

ACCP (1 trip) = travel distance at the appropriate accelerator opening in 1 trip / travel distance of 1 trip x 100
ACCP (first determination target period) = travel distance at the appropriate accelerator opening in the first determination target period / travel distance in the first determination target period × 100
(B) Appropriate Gear Use Determination Appropriate gear use determination is eco-drive determination for specifying the degree of eco-drive from the viewpoint of whether the operation of the automatic transmission was appropriate. The navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms after the start of driving, and receives the ON / OFF state of the power mode and the sports mode from the automatic transmission control device 40 at a cycle of 100 ms. To do.

  The control unit 17 determines that the gear use is appropriate when the power mode and the sport mode are in the OFF state, and determines that the gear use is inappropriate in cases other than the above. Then, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period based on the received vehicle speed history. Further, the control unit 17 determines the travel distance in a state where gear use is appropriate in one trip and the gear in the first determination target period based on the received vehicle speed history and the ON / OFF state history such as the power mode. Calculate the mileage in the proper use state.

  The control unit 17 sets the degree of traveling in an appropriate gear use state in one trip and the first determination target period as a determination result of the appropriate gear use determination. Specifically, the control unit 17 performs the determination of the appropriate gear usage determination for one trip (GEAR (1 trip)) and the determination of the appropriate gear usage determination for the first determination target period as follows. The result (GEAR (first determination target period)) is specified.

GEAR (1 trip) = mileage with proper use of gear in 1 trip / mileage of 1 trip x 100
GEAR (first determination target period) = travel distance in a state where gear use is appropriate in the first determination target period / travel distance in the first determination target period × 100
(C) Air-conditioner use determination The air-conditioner use determination is an eco-drive determination for specifying the degree of eco-drive in terms of how much the air-conditioner has been used. After starting operation, the navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms, and also receives the ON / OFF state of a compressor for performing air conditioning from the air conditioner ECU 50 at a cycle of 100 ms.

  Based on the received vehicle speed history, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period. Further, the control unit 17 determines that the travel distance when the compressor in one trip is OFF and the compressor during the first determination target period are OFF based on the received vehicle speed history and compressor ON / OFF history. Is calculated.

  The control part 17 makes the determination result of air-conditioner use determination the degree to which driving | running | working in the compressor OFF state was performed in 1 trip and the 1st determination object period. Specifically, the control unit 17 performs the air conditioner use determination determination result for one trip (AIRC (1 trip)) and the air conditioner use determination determination result for the first determination target period (as described below). AIRC (first determination target period)) is specified.

AIRC (1 trip) = Trip distance when compressor is OFF in 1 trip / Trip distance of 1 trip x 100
AIRC (first determination target period) = travel distance when the compressor is OFF in the first determination target period / travel distance of the first determination target period × 100
(D) Accelerator-off use determination The accelerator-off use determination is an eco-driving determination for specifying the degree of eco-driving in terms of how much the fuel injection amount traveled with zero. is there. The navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms after the start of operation, and also receives the engine speed, the accelerator opening, and the fuel injection amount from the engine ECU 20 at a cycle of 100 ms.

  The control unit 17 determines that the accelerator is in an off state when three conditions are satisfied: the engine speed is 1000 rpm or more, the accelerator opening is less than 0.5%, and the fuel injection amount is 0 ml. Based on the received vehicle speed history, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period. Further, the control unit 17 determines the travel distance in the accelerator-off state in one trip and the first determination target period based on the received vehicle speed history, engine speed, accelerator opening, and fuel injection amount history. The travel distance in the accelerator off state is calculated.

  The control unit 17 uses the degree of travel in the accelerator-off state during one trip and the first determination target period as the determination result of the accelerator-off use determination. Specifically, the control unit 17 determines the accelerator off use determination for one trip (ACOFF (1 trip)) and the accelerator off use determination for the first determination target period as follows. The result (ACOFF (first determination target period)) is specified.

ACOFF (1 trip) = mileage in accelerator off state in 1 trip / mileage of 1 trip x 500
ACOFF (first determination target period) = travel distance in the accelerator-off state in the first determination target period / travel distance in the first determination target period × 500
(E) Travel Speed Compliance Determination The travel speed compliance determination is a determination for specifying the degree of eco-driving from the viewpoint of whether the travel speed is appropriate. The navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms after the start of driving.

  Based on the received vehicle speed history, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period. Further, the control unit 17 calculates a travel distance at a speed of less than 112 km / h in one trip and a travel distance at a speed of less than 112 km / h in the first determination target period based on the received vehicle speed history.

  The control unit 17 uses the degree of traveling at a speed of less than 112 km / h in one trip and the first determination target period as the determination result of the traveling speed compliance determination. Specifically, the control unit 17 determines the travel speed compliance determination result for one trip (SP (1 trip)) and the travel speed compliance determination for the first determination target period as follows. The result (SP (first determination target period)) is specified.

SP (1 trip) = mileage at a speed of less than 112km / trip / trip distance of 1 trip x 100
SP (first determination target period) = travel distance less than 112 km / h in the first determination target period / travel distance in the first determination target period × 100
(F) Regarding Eco-Route Use Determination The eco-route use determination is a determination for specifying the degree of eco-driving from the viewpoint of whether the route to the destination is appropriate. The navigation device 10 receives the vehicle speed from the vehicle speed detection device 30 at a cycle of 100 ms after the start of driving.

  When receiving the vehicle speed at a cycle of 100 ms, the control unit 17 specifies the current location of the host vehicle by using the map data input from the map data input unit 15 and the position detector 18, and the specified current location of the host vehicle is the target location. It is determined whether or not the route is on the recommended route to the ground. If it is determined that the current location is on the recommended route, it is considered that the recommended route has been traveled for 100 ms. Further, the control unit 17 calculates the travel distance of the host vehicle for one trip and the travel distance of the host vehicle during the first determination target period based on the received vehicle speed history. Then, the control unit 17 determines the travel distance of the recommended route in one trip and the first determination based on the received vehicle speed history and the history of the determination result as to whether or not the current location of the host vehicle is on the recommended route. The travel distance of the recommended route in the target period is calculated.

  The control unit 17 uses the degree of travel of the recommended route during one trip and the first determination target period as the determination result of the eco route use determination. Specifically, the control unit 17 performs the determination result of the eco-route use determination for one trip (ECOUNT (1 trip)) and the determination result of the eco-route use determination for the first determination target period (as described below). ECOUNT (first determination target period)) is specified.

ECOUNT (1 trip) = recommended route travel distance per trip / travel distance per trip x 100
ECOUNT (first determination target period) = travel distance of recommended route in first determination target period / travel distance of first determination target period × 100
Next, a process for specifying the eco-drive level in one trip and the first determination target period will be described. The control unit 17 weights the determination results (a) to (f) using the following numerical values.

(A) Determination of accelerator opening ... 5
(B) Appropriate gear use determination ... 4
(C) Air conditioner use judgment ... 5
(D) Accelerator off use determination ... 1
(E) Travel speed compliance judgment ... 2
(F) Eco route usage determination ... 1
The numerical values used for this weighting are stored in the storage unit 14. The control unit 17 refers to the information stored in the storage unit 14 that can identify the model and destination of the host vehicle, reads out the numerical value corresponding to the model and destination of the host vehicle from the storage unit 14, and performs weighting. Do.

Then, the eco driving level (ECO (1 trip)) in one trip is calculated as follows.
ECO (1 trip) = [ACCP (1 trip) x (5/18) + GEAR (1 trip) x (4/18) + AIRC (1 trip) x (5/18) + ACOFF (1 trip) x 1/18 ) + SP (1 trip) × (2/18) + ECOUNT (1 trip) × (1/18)] × 12/6
Then, the control unit 17 specifies any level from 0 to 12 according to the calculated ECO (1 trip), and sets the specified level as ECO (1 trip).

Further, the eco-driving level (ECO (first determination target period)) in the first determination target period is calculated as follows.
ECO (first determination target period) = [ACCP (first determination target period) × (5/18) + GEAR (first determination target period) × (4/18) + AIRC (first determination target period) × (5/18) + ACOFF (first determination target period) × (1/18) + SP (first determination target period) × (2/18) + ECOUNT (first determination target period) × (1/18 ]] × 12/6
Furthermore, the control unit 17 specifies the time during which the host vehicle is stopped in the first determination target period based on the vehicle speed history received from the vehicle speed detection device 30. Then, the traveling time is calculated by subtracting the time during which the host vehicle has stopped from 1 minute, which is the time of the first determination target period, and the eco-driving level in the first determination target period is calculated as follows. Identify.

ECO (first determination target period) = ECO (first determination target period) × traveling time / 1 minute In addition, in the first determination target period, the period during which the host vehicle is stopped is an abnormality in claim 16. It corresponds to a period.

And the control part 17 specifies any level from 0-12 according to calculated ECO (1st determination object period), and makes the specified level ECO (1st determination object period).
Needless to say, the control unit 17 performs an eco-driving determination different from the above-described eco-driving determinations (a) to (f), and uses the determination result of the eco-driving determination to set the eco-driving level. You may specify. Moreover, when using the determination result of different eco-driving determination, according to the content of eco-driving determination, you may weight each determination result using a different numerical value.

[effect]
In the first embodiment, the navigation device 10 specifies an eco-driving level that is a comprehensive determination result regarding the degree of eco-driving based on a plurality of eco-driving determination results (S235, S250). ). For this reason, the navigation apparatus 10 can make a user grasp | ascertain quickly the appropriate determination result about the degree by which eco-driving was performed.

  Further, the navigation device 10 refers to the information stored in the storage unit 14 that can identify the model of the host vehicle and the destination, and uses the values corresponding to the model of the host vehicle and the destination. The determination result of the driving determination is weighted. Therefore, the navigation apparatus 10 can specify an appropriate eco-driving level according to the model of the host vehicle.

  In addition, every time 1 minute elapses, the navigation device 10 specifies and displays the eco-driving level (1-minute eco-driving level) for driving for 1 minute (S250, S255). Therefore, the user can grasp the eco-driving level in real time for the driving performed in the host vehicle.

  In addition, the navigation device 10 specifies a one-minute eco-driving level, and is a period starting from the time when the eco-driving level is initialized in S205 or when the driver of the host vehicle changes. An eco-driving level for driving in one trip (eco-driving level for one trip) is specified, and the eco-driving level for one minute and the eco-driving level for one trip are displayed in parallel (S255). For this reason, the user instantly grasps the eco-driving level for driving performed for 1 minute and the eco-driving level for driving performed in one trip, and easily compares these eco-driving levels. be able to. Thus, the user can easily compare the eco-driving level for the currently performed driving with the eco-driving level for driving from the start of driving or from the time of driver change to the present.

  Further, when the navigation device 10 newly specifies the eco-drive level for 1 minute and the eco-drive level for 1 trip, the display of these eco-drive levels is simultaneously updated (S250). Therefore, the navigation device 10 can update the display of the eco-driving level for one minute and the display of the eco-driving level for one trip with good appearance.

  Further, when the driver changes (S210: Yes), the navigation device 10 initializes the eco-driving level for one minute and the eco-driving level for one trip (S205), and newly specifies these eco-driving levels. To start. Therefore, the navigation device 10 can specify and display the eco-driving level for each driver.

  Further, when the host vehicle is in an idling state, if the eco-driving level is specified by the same method as that in the normal time, the eco-driving level may not be appropriately specified. Therefore, when the host vehicle is in an idling state at the determination timing (S255: Yes), the navigation device 10 specifies the eco-driving level for 1 minute as 0 (S230). Thereby, the navigation apparatus 10 can prevent displaying an inappropriate eco-drive level when the own vehicle is in an idling state or the like. Further, for example, the user can be alerted so that idling or the like is not performed more than necessary.

  In addition, the navigation device 10 is limited to the case where no abnormality has occurred in the in-vehicle LAN 60 or the device connected to the in-vehicle LAN 60 in the first determination target period (period related to the one-minute eco-driving level) (S245). : Yes) The eco-driving level for 1 minute and the eco-driving level for 1 trip are specified (S250). Therefore, it is possible to prevent an inappropriate eco-driving level from being specified.

  Moreover, the navigation apparatus 10 specifies the eco-drive level for 1 minute in consideration of the stop time of the own vehicle, when the period during which the own vehicle is stopped is included in the first determination target period. Therefore, the navigation apparatus 10 can specify the eco-driving level for 1 minute more appropriately.

[Second Embodiment]
Next, a second embodiment will be described.
[Description of configuration]
Also in the second embodiment, a navigation device similar to the navigation device 10 in the first embodiment is used. Also in the second embodiment, the navigation device 10 is connected to the same device as in the first embodiment via the in-vehicle LAN 60. Therefore, the description about the structure of the navigation apparatus 10 and the apparatus connected to the navigation apparatus 10 and the description about the detailed structure of the navigation apparatus 10 are abbreviate | omitted.

[Description of operation]
Next, a detailed operation of the navigation device 10 in the second embodiment will be described.
(1) Environmental Driving Diagnosis Screen In the navigation device 10 in the second embodiment, the same screen as the environmental driving diagnosis screen in the first embodiment is used. However, the eco-driving level specifying method is partially different between the first embodiment and the second embodiment.

  In 1st embodiment, the navigation apparatus 10 specified the eco-drive level about the period from 1 minute before to the present time in a 1-minute period after the start of a 1st eco-drive level specific process. On the other hand, the navigation device 10 according to the second embodiment, after the start of the second eco-driving level specifying process described later, every time the host vehicle travels 1 km (hereinafter referred to as the second travel time). The eco-driving level is specified as any level from 0 to 12. Hereinafter, the eco driving level in the second determination target period is also referred to as a 1 km eco driving level.

  For this reason, in the second embodiment, the eco-driving level display area 110 in the determination target period is used as an area for displaying the eco-driving level of 1 km. In the second embodiment, the eco-driving level of 1 km is displayed in the bar graph format in the eco-driving level display area 110 in the determination target period.

(2) Second Eco Driving Level Specifying Process Next, a second eco driving level specifying process, which is a process in which the navigation device 10 of the second embodiment specifies and displays the eco driving level, will be described. This process is a process that is started when an operation to start driving the host vehicle is performed. When the navigation device 10 receives a predetermined operation via the operation unit 11 after the start of this process, the navigation device 10 displays the environmental driving diagnosis screen 100 shown in FIG. 3 on the display unit 12, and displays an eco driving level of 1 km, Each trip's eco-drive level is displayed.

  In S305, the control unit 17 of the navigation device 10 initializes the eco-drive level of 1 km and the eco-drive level of 1 trip, and the process proceeds to S310. In the state where these driving levels are initialized, the eco-driving level of level 0 is displayed in the eco-driving level display area 110 for the determination target period and the eco-driving level display area 120 for one trip on the environmental driving diagnosis screen 100. Is displayed.

  In step S <b> 310, the control unit 17 determines whether an operation indicating that the driver changes is received via the operation unit 11. When the driver accepts an operation to change (S310: Yes), the control unit 17 shifts the process to S305. If the driver has not received an operation to change (S310: No), the control unit 17 shifts the process to S315.

  In S315, the control part 17 determines whether the driving | operation of the own vehicle was complete | finished. When the driving of the host vehicle is finished (S315: Yes), the control unit 17 finishes this process. When the driving of the host vehicle has not ended (S315: No), the control unit 17 shifts the process to S320.

  In S320, the control unit 17 makes a 1 km travel of the host vehicle at the time when the eco-driving level is initialized in S305 based on the vehicle speed history received from the vehicle speed detection device 30 at a cycle of 100 ms or in the previous S320. It is determined whether or not the host vehicle has traveled 1 km from the time point when it is determined that the vehicle has been started. When it determines with the own vehicle drive | working 1 km (S320: Yes), the control part 17 transfers a process to S325. If it is determined that the vehicle is not traveling 1 km (S320: No), the control unit 17 shifts the process to S310. Note that the timing at which the control unit 17 determines that the host vehicle has traveled 1 km in S320 corresponds to the determination timing in claim 5.

  In S325, the control unit 17 specifies an eco-driving level of 1 km and an eco-driving level of 1 trip, and the process proceeds to S330. A method for specifying these eco-driving levels will be described later.

  In S330, the control unit 17 determines whether or not the environmental operation diagnosis screen 100 is displayed on the display unit 12. When the environmental operation diagnosis screen 100 is displayed (S330: Yes), the control unit 17 shifts the process to S335. When the environmental operation diagnosis screen 100 is not displayed (S330: No), the control unit 17 shifts the process to S310.

  In S335, the control unit 17 determines whether or not the host vehicle is stopped based on the vehicle speed acquired from the vehicle speed detection device 30. When the host vehicle is stopped (S335: Yes), the control unit 17 shifts the process to S340. When the host vehicle is not stopped (S335: No), the control unit 17 shifts the process to S310.

  In S340, the control unit 17 determines the eco-driving level of the determination target period in the environmental driving diagnosis screen 100 displayed on the display unit 12 based on the eco-driving level of 1 km and the eco-driving level of 1 trip specified in S325. The display area 110 and the one-trip eco-drive level display area 120 are simultaneously updated. And the control part 17 transfers a process to S310.

(3) About processing when specifying eco-driving level Next, in S325 of the second eco-driving level specifying processing, when specifying one trip and the eco-driving level in the second determination target period described above. Processing will be described. One trip is a period from the time when the eco-drive level is initialized in S305 to the end point of the second determination target period related to the eco-drive level of 1 km. That is, one trip means a period from the time when a predetermined driver starts driving to the determination timing of the 1 km eco-driving level. The control unit 17 of the navigation device 10 includes five steps: (a) accelerator opening determination, (b) appropriate gear use determination, (c) air conditioner use determination, (d) accelerator off use determination, and (e) travel speed compliance determination. The eco-driving judgment is performed, and the eco-driving level is specified based on each judgment result.

  These eco-driving determinations from (a) to (e) are performed in order to identify the eco-driving level in the first eco-driving level identifying process in the first embodiment, respectively. This is the same determination as the driving determination. In the second embodiment, the same determination as the eco-drive determination of (a) to (e) in the first embodiment is performed for the second determination target period instead of the first determination target period. As a result of these determinations, the following determination results are obtained for one trip and the second determination target period.

(A) Accelerator position determination ACCP (1 trip), ACCP (second determination target period)
(B) Appropriate gear usage determination GEAR (1 trip), GEAR (second determination target period)
(C) Air conditioner use determination AIRC (1 trip), AIRC (second determination target period)
(D) Accelerator off use determination ACOFF (1 trip), ACOFF (second determination target period)
(E) Travel speed compliance determination SP (1 trip), SP (second determination target period)
In addition, about the specific content of the eco-drive determination of (a) to (e), since it is the same as that of 1st embodiment, description is abbreviate | omitted.

  Next, processing when specifying the eco-drive level in one trip and the second determination target period will be described. The controller 17 weights the determination results (a) to (e) as follows.

(A) Determination of accelerator opening ... 5
(B) Appropriate gear use determination ... 3
(C) Air conditioner use judgment ... 6
(D) Accelerator off use determination ... 2
(E) Travel speed compliance judgment ... 2
The numerical values used for this weighting are stored in the storage unit 14. The control unit 17 refers to the information stored in the storage unit 14 that can identify the model and destination of the host vehicle, reads out the numerical value corresponding to the model and destination of the host vehicle from the storage unit 14, and performs weighting. Do.

Then, the eco driving level (ECO (1 trip)) in one trip is calculated as follows.
ECO (1 trip) = [ACCP (1 trip) × (5/18) + GEAR (1 trip) × (3/18) + AIRC (1 trip) × (6/18) + ACOFF (1 trip) × (2/18) ) + SP (1 trip) × (2/18)] × 12/5
Then, the control unit 17 specifies any level from 0 to 12 according to the calculated (ECO (1 trip)), and sets the specified level as (ECO (1 trip)).

Further, the eco-driving level (ECO (second determination target period)) in the second determination target period is calculated as follows.
ECO (second determination target period) = [ACCP (second determination target period) × (5/18) + GEAR (second determination target period) × (3/18) + AIRC (second determination target period) × (6/18) + ACOFF (second determination target period) × (2/18) + SP (second determination target period) × (2/18)] × 12/5
Furthermore, the control unit 17 specifies the time during which the host vehicle is stopped in the second determination target period based on the vehicle speed history received from the vehicle speed detection device 30. Then, the travel time is calculated by subtracting the time during which the host vehicle has stopped from the time required for the second determination target period, and the eco-driving level in the second determination target period is as follows. Is identified.

ECO (second determination target period) = ECO (second determination target period) × travel time / time required for elapse of the second determination target period In addition, in the first determination target period, the host vehicle stops. This period corresponds to the abnormal period in claim 16.

And the control part 17 specifies any level from 0-12 according to ECO (2nd determination object period), and makes the specified level ECO (2nd determination object period).
Needless to say, the control unit 17 performs an eco-driving determination different from the eco-driving determinations (a) to (e) described above, and uses the determination result of the eco-driving determination to set the eco-driving level. You may specify. Moreover, when using the determination result of different eco-driving determination, according to the content of eco-driving determination, you may weight each determination result using a different numerical value.

[effect]
In the second embodiment, the navigation device 10 specifies and displays an eco-driving level (1 km eco-driving level) for a period required for traveling 1 km every time the host vehicle travels 1 km (S325, S340). . Therefore, each time the host vehicle travels 1 km, the user can grasp the eco driving level in real time for the driving currently being performed in the host vehicle.

  In addition, when the navigation device 10 newly specifies the eco-driving level of 1 km and the eco-driving level of 1 trip, only when the host vehicle is stopped (S335: Yes), the eco-driving level of 1 km being displayed is displayed. The eco-driving level of 1 trip is updated (S340). Therefore, the driver can check the eco-driving level displayed on the navigation device 10 slowly.

[Other Embodiments]
(1) In the first embodiment and the second embodiment, the navigation device 10 identifies the model and destination of the host vehicle based on the information stored in the storage unit 14, and sets the model and destination of the host vehicle. Accordingly, the determination result is weighted. However, the navigation device 10 identifies the type and destination of the host vehicle, the device mounted on the host vehicle, and the like based on information received from the device connected via the in-vehicle LAN 60, for example. The determination result may be weighted according to the type of vehicle. Even if it has such a structure, the same effect can be acquired.

  (2) In addition, for example, in summer and winter, air conditioners are used more frequently than in spring and autumn. Therefore, the degree of decrease in energy consumption and exhaust gas emissions due to the absence of air conditioners in summer and winter. Can be said to be larger than the above-mentioned decrease caused by not using an air conditioner in spring or autumn. For this reason, it can be said that the act of not using an air conditioner in summer or winter is more important in terms of eco-driving than the above action in spring or autumn. In other words, the act of not using an air conditioner in summer or winter can be said to have a higher degree of improvement in eco-driving than the above action in spring or autumn.

  Therefore, for example, the navigation device 10 may specify the current season with a clock function that specifies the current date and time, and may weight the determination result of the eco-driving determination according to the season. Further, the navigation device 10 may identify the current weather and the temperature inside and outside the vehicle, and weight the determination result of the eco-driving determination according to the weather and the temperature inside and outside the vehicle. By doing so, the eco-driving level can be specified more appropriately.

  (3) Also, it can be said that the improvement points for improving the eco-driving level differ depending on the driving tendency of the driver. Therefore, the navigation apparatus 10 may weight each determination result of the eco-driving determination when specifying the eco-driving level by using a numerical value set by an operation received from the user via the operation unit 11. . In this way, for example, the user can perform weighting according to the driving tendency of the driver, such as increasing the weighting on the determination result of the eco-driving determination that is strongly related to the improvement point regarding eco-driving. It becomes. As a result, it is possible to alert the improvement point and to strongly promote the improvement of eco-driving.

  (4) Moreover, the navigation apparatus 10 of 1st embodiment and 2nd embodiment has specified the eco-drive level based on the determination result of (e) driving speed compliance determination. However, for example, when the host vehicle is traveling on an expressway, the navigation device 10 decreases the weighting on the determination result of the traveling speed compliance determination (e) and increases the weighting on the determination result of the other eco-driving determination. Thus, the eco-driving level for the first determination target period or the second determination target period may be specified. As described above, the weighting of the determination result of the eco-driving determination in the determination target period may be temporarily changed according to the traveling state of the own vehicle, the place where the own vehicle is traveling, and the like. By doing so, it is possible to more appropriately specify the eco-driving level in the determination target period.

  (5) Moreover, in 1st embodiment and 2nd embodiment, the navigation apparatus 10 does not consider the determination result of (e) driving speed compliance determination, for example, when the own vehicle is drive | working a highway. The eco-driving level for the first determination target period or the second determination target period may be specified. As described above, the eco-driving determination related to the specification of the eco-driving level in the determination target period may be temporarily changed according to the traveling state of the own vehicle, the place where the own vehicle is traveling, and the like. By doing so, the eco-driving level for the determination target period can be more appropriately specified.

  (6) Moreover, in 1st embodiment and 2nd embodiment, the navigation apparatus 10 has specified the eco-drive level based on the determination result of (b) appropriate gear use determination, (b) Appropriate gear use determination When the power mode is ON or the sports mode is ON, it is considered that gear use is inappropriate. The ON / OFF state of the power mode and the sports mode is set by the user's operation. However, the navigation device 10 is (b) appropriate when the power mode and the sports mode are set to the OFF state by the user. The first determination target period or the second determination target period eco-driving level may be specified without considering the determination result of the gear use determination. For example, when the air conditioner is in the OFF state, the navigation device 10 may specify the determination target period eco-driving level without considering the determination result of (c) air conditioner use determination. As described above, the navigation device 10 may temporarily change the eco driving determination related to the specification of the eco driving level in the determination target period according to the state of the device related to the eco driving determination. By doing so, the eco-driving level for the determination target period can be more appropriately specified.

  (7) In the first eco-driving level specifying process in the first embodiment, when the control unit 17 of the navigation apparatus 10 determines that the host vehicle is idling in S225, the eco-driving level for 1 minute is set to 0. Is set. However, when the control unit 17 performs the processing from S210 to S220, that is, when it is detected that the host vehicle is in the idling state before the determination timing has elapsed, the control unit 17 performs predetermined processing from the time when the idling state is detected. When the time (for example, 10 seconds) elapses, the eco-drive level for the first determination target period including the time point when the idling state is detected may be set to 0 and displayed on the display unit 12. By doing so, it is possible to suppress fluctuations in the time from when the host vehicle is in an idling state until the 1-minute eco-driving level is displayed as 0, and for 1 minute without giving the user a sense of incongruity. The eco-driving level can be displayed as 0. The predetermined time corresponds to the second time in claim 14.

  (8) In 1st embodiment and 2nd embodiment, the navigation apparatus 10 is based on the time when the own vehicle stopped, and is in the eco-driving level in a 1st determination object period or a 2nd determination object period. Corrections are being made. However, in addition to the time during which the host vehicle is stopped, the navigation device 10 includes the time when the abnormality occurs in the in-vehicle LAN 60, the engine ECU 20 connected to the navigation device 10 via the in-vehicle LAN 60, and the vehicle speed detection device 30. Alternatively, the eco-driving level in the determination target period may be corrected based on the time when an abnormality has occurred in the automatic transmission control device 40, the air conditioner ECU 50, or the like. By doing so, the eco-driving level in the determination target period can be specified more appropriately.

[Correspondence with Claims]
The correspondence between the terms used in the description of the above embodiment and the terms used in the description of the claims is shown.

  In the first embodiment and the second embodiment, the navigation device 10 corresponds to an in-vehicle device. Further, the control unit 17 corresponds to the eco-driving level specifying unit and the control unit, the display unit 12 corresponds to the display unit, and the operation unit 11 corresponds to the driver change detection unit. The storage unit 14 and the control unit 17 correspond to weighting means and information specifying means, and the control unit 17 and the in-vehicle LAN communication unit 19 correspond to diagnosis means. In addition, a period in which it is determined that the host vehicle has stopped when specifying the eco-driving level corresponds to an abnormal period. One trip corresponds to the second determination period, and the eco-drive level of one trip corresponds to the second eco-drive level.

  Moreover, in 1st embodiment, the control part 17 of the navigation apparatus 10 is a timing detection means, the control part 17, the map data input device 15, the position detector 18, and the in-vehicle LAN communication part 19 are a determination means, and a control part. 17 and the in-vehicle LAN communication unit 19 correspond to the abnormality determining means. Further, the first determination target period is the first determination period, the 1-minute eco-driving level is the first eco-driving level, and 1 minute, which is the time required for the elapse of the first determination period, is the first time. In addition, the idling state corresponds to a predetermined traveling state.

  In the second embodiment, the control unit 17 and the in-vehicle LAN communication unit 19 of the navigation device 10 correspond to timing detection means, and the control unit 17 and the in-vehicle LAN communication unit 19 correspond to determination means. In addition, the second determination target period is the first determination period, the 1 km eco-driving level is the first eco-driving level, and 1 km, which is the distance the vehicle travels in the second determination target period, is the predetermined distance. It corresponds to.

It is a block diagram which shows the apparatus connected to the navigation apparatus 10 and the navigation apparatus 10 via in-vehicle LAN60. 1 is a block diagram showing a configuration of a navigation device 10. FIG. It is explanatory drawing which shows the environmental driving | operation diagnosis screen. It is a flowchart for demonstrating a 1st eco-drive level specific process. It is a flowchart for demonstrating a 2nd eco-drive level specific process.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus, 11 ... Operation part, 12 ... Display part, 13 ... Audio | voice output part, 14 ... Memory | storage part, 15 ... Map data input device, 16 ... External communication device, 17 ... Control part, 18 ... Position detector, 18a ... GPS receiver, 18b ... gyroscope, 18c ... distance sensor, 19 ... in-vehicle LAN communication unit, 20 ... engine ECU, 30 ... vehicle speed detection device, 40 ... automatic transmission control device, 50 ... air conditioner ECU, 60 ... inside the vehicle LAN: 100 ... Environmental driving diagnosis screen, 110: Eco driving level display area for the determination target period, 120: Eco trip level display area for one trip, 130: Fuel consumption display area, 140: Eco point display area, 150: Eco rank display area 160 ... Eco driving advice display area.

Claims (17)

For the driving performed in the host vehicle, the extent to which eco-driving, which is driving in at least one of the state where exhaust gas emission is suppressed or the state where energy consumption is suppressed, is performed. An in-vehicle device for determining,
The in-vehicle device is
In a plurality of different viewpoints, a determination unit that performs an eco-driving determination for determining the degree of eco-driving, and
Weighting means for weighting determination results in the respective viewpoints related to the eco-driving determination performed by the determination means;
About the driving | running | working performed in the own vehicle based on the said determination result weighted by the said weighting means about these eco-driving determinations by making the said determination means perform the said eco-driving determination about several different viewpoints. Eco-driving level specifying means for specifying an eco-driving level that is a comprehensive evaluation result on the degree of eco-driving;
A season identification means to identify the current season;
With
The determination means performs the eco-driving determination from the viewpoint of the use degree of the air conditioner of the host vehicle,
The weighting means weights the determination result in the viewpoint of the degree of use of the air conditioner based on the current season specified by the season specifying means;
In-vehicle device characterized by For the driving performed in the host vehicle, the extent to which eco-driving, which is driving in at least one of the state where exhaust gas emission is suppressed or the state where energy consumption is suppressed, is performed. An in-vehicle device for determining,
The in-vehicle device is
In a plurality of different viewpoints, a determination unit that performs an eco-driving determination for determining the degree of eco-driving, and
Weighting means for weighting determination results in the respective viewpoints related to the eco-driving determination performed by the determination means;
About the driving | running | working performed in the own vehicle based on the said determination result weighted by the said weighting means about these eco-driving determinations by making the said determination means perform the said eco-driving determination about several different viewpoints. Eco-driving level specifying means for specifying an eco-driving level that is a comprehensive evaluation result on the degree of eco-driving;
A travel location identifying means for identifying the travel location of the vehicle,
With
The determination means performs the eco-driving determination from the viewpoint of appropriateness of the traveling speed of the host vehicle,
The weighting means weights the determination result in the viewpoint of appropriateness of the traveling speed of the host vehicle based on the traveling place of the host vehicle specified by the driving location specifying unit
In-vehicle device characterized by The in-vehicle device according to claim 2,
When the highway is specified as the travel location of the host vehicle by the travel location specifying unit, the weighting unit reduces the weighting on the determination result in the viewpoint of appropriateness of the travel speed of the host vehicle, Increasing the weighting of the determination result in another aspect;
In-vehicle device characterized by In the in-vehicle device according to any one of claims 1 to 3 ,
The in-vehicle device further includes information specifying means for specifying information related to the specification of the host vehicle,
The weighting means weights each determination result based on information related to the specification of the host vehicle specified by the information specifying means;
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 1 to 4,
The in-vehicle device is
Display means for displaying various information;
The first eco-driving level, which is the eco-driving level for the driving of the host vehicle in the first judgment period, is set as the first judgment period as any period after the start of driving of the host vehicle. Control means for causing the display means to display the first eco-driving level specified by the eco-driving level specifying means;
Further comprising
In-vehicle device characterized by The in-vehicle device according to claim 5 ,
The in-vehicle device further includes timing detection means for detecting arrival of a determination timing that is a timing that repeatedly arrives after the start of driving of the host vehicle and that specifies the eco-driving level,
When the arrival of the determination timing is detected by the timing detection means, the control means starts from the determination timing detected by the timing detection means last time to the determination timing newly detected by the timing detection means. The period is defined as the first determination period, and the first eco-driving level is specified by the eco-driving level specifying means for driving the host vehicle in the first determination period, and is specified by the eco-driving level specifying means. Displaying the first eco-driving level on the display means;
In-vehicle device characterized by The in-vehicle device according to claim 6 ,
The timing detection means considers that the determination timing has arrived each time a first time has elapsed from any time point after the start of driving of the host vehicle,
In-vehicle device characterized by The in-vehicle device according to claim 6 ,
The timing detection means considers that the determination timing has arrived each time the host vehicle travels a predetermined distance from any time point after the start of driving of the host vehicle,
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 8 claims 5,
The control means is a period in which the first eco-driving level for driving the host vehicle in the first determination period is specified by the eco-driving level specifying means and includes the first determination period. The first eco-driving level specified by the eco-driving level specifying means is made to specify the second eco-driving level that is the eco-driving level for driving the vehicle in the second determination period, by the eco-driving level specifying means. Displaying the level and the second eco-driving level in parallel on the display means;
In-vehicle device characterized by The in-vehicle device according to claim 9 ,
The control means identifies the first eco-driving level and, when the second eco-driving level is identified, the display displays the identified first eco-driving level and the second eco-driving level. Display on the means simultaneously,
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 10 claim 5,
The control means causes the eco-driving level specifying means to specify the eco-driving level in a period starting from the time when the driving of the host vehicle is started,
In-vehicle device characterized by The in-vehicle device according to claim 11 ,
The in-vehicle device further includes driver change detection means for detecting a driver change,
When the driver change is detected by the driver change detecting means, the control means newly specifies the eco driving level in a period starting from the time when the driver change is detected by the eco driving level specifying means. Letting
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 12 to claim 5,
When the eco-drive level specifying unit specifies the eco-drive level, the control unit causes the display unit to display the eco-drive level specified by the eco-drive level specifying unit while the host vehicle is stopped. ,
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 12 to claim 5,
The control means causes the display means to display the first eco-driving level as the lowest level when the host vehicle is in a predetermined running state;
In-vehicle device characterized by The in-vehicle device according to claim 14 ,
The control means causes the display means to display the first eco-driving level as the lowest level when a second time has elapsed after the host vehicle has entered the predetermined traveling state.
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 15 to claim 5,
The in-vehicle device further includes an abnormality determination unit that determines whether or not the eco-driving level specifying unit can appropriately specify the eco-driving level,
The control means only applies the eco-driving level to the eco-driving level specifying means when the abnormality judging means determines that the eco-driving level identifying means can appropriately specify the eco-driving level. Identifying
In-vehicle device characterized by The in-vehicle apparatus according to any one of claims 15 to claim 5,
The in-vehicle device further includes a diagnosis unit that determines whether the eco-driving level specifying unit can appropriately specify the eco-driving level,
The control means is a period in which it is determined by the diagnosis means that the eco-driving level cannot be appropriately specified in the determination period related to the eco-driving level specified by the eco-driving level specifying means. If an abnormal period is included, correcting the eco-driving level based on the determination period and the abnormal period;
In-vehicle device characterized by