JP5511059B2 - Fuel saving driving evaluation device and fuel saving driving evaluation program - Google Patents

Description

  The present invention relates to a fuel-saving driving evaluation device and a fuel-saving driving evaluation program that perform fuel-saving driving evaluation based on the use status of a vehicle air conditioner.

  There have been known techniques for collecting various types of vehicle information and determining whether a user is performing fuel-saving driving according to a predetermined standard and performing an evaluation based on the determination result. In addition, it is known that the use of an air conditioner of a vehicle deteriorates the fuel efficiency. Therefore, it is already known that the use state of such an air conditioner is used for evaluation of fuel-saving driving. For example, Patent Document 1 below describes that the set temperature of an air conditioner is included in the evaluation items for fuel-saving operation. Further, in Patent Document 2 below, fuel saving operation is performed based on the fuel consumption per unit time obtained by using the air conditioner specified in advance and the fuel consumption obtained from the actual use time of the air conditioner. It is described that an evaluation is performed.

JP 2007-293626 A (page 8-9, FIG. 3) JP 2009-023433 A (page 8-10, FIG. 4)

  However, if a fuel-efficient driving evaluation is uniformly performed based on the set temperature of the air conditioner and the usage time of the air conditioner, and points are given based on the evaluation result or advice is presented, the user may feel uncomfortable. is there. In general, an air conditioner for a vehicle functions as a device for increasing the comfort of a passenger and at the same time as a device for increasing driving safety. For example, the use of a defogger by a user for removing fogging of a car window due to condensation, frost, or the like is an action necessary for improving driving safety. Even when such a defogger is used, if it is determined that the driving is worsening the fuel consumption as in the case of using a normal air conditioner and the evaluation regarding the fuel saving driving is reduced, for example, based on such an evaluation result. Point will be reduced or advice will be given to recommend not using the air conditioner. Such fuel-saving driving evaluation regarding the use of the air conditioner cannot obtain the user's sympathy and cannot be said to be an appropriate fuel-saving driving evaluation.

  Therefore, a fuel-saving driving evaluation device and a fuel-saving driving evaluation program that can perform appropriate evaluation in consideration of the need to improve driving safety when performing fuel-saving driving evaluation based on the use condition of the air conditioner Is desired.

The characteristic configuration of the fuel-saving driving evaluation device according to the present invention is such that the period when the air conditioner can be used is a usable period, and the period when the air conditioner is in use is the air conditioner use period. An evaluation means for calculating a fuel-saving driving evaluation value so as to increase the evaluation regarding the fuel-saving driving as the air-conditioner usage ratio decreases according to the air-conditioner usage ratio that is a ratio of the air-conditioner usage period occupying the possible period; Defogger usage determination means for determining whether or not the defogger, which is one of the functions of the air conditioner, is used, and if it is determined that the defogger is in use, it accompanies the use of the defogger A corrector for correcting the fuel-saving driving evaluation value so as to suppress a decrease in the evaluation due to an increase in the air-conditioner use period. When a necessity determining means for determining the environmental information acquisition means for acquiring vehicle environment information, the presence or absence of a need to use the defogger on the basis of the vehicle environment information including inside humidity, interior temperature, and exterior air temperature, And the correction by the correction unit is limited when it is determined that the necessity determination unit does not need to use the defogger . In the present application, “fuel-saving driving” refers to a driving operation that causes a reduction in fuel consumption of the vehicle.

According to this feature configuration, the evaluation of fuel-saving driving basically decreases as the air conditioner usage rate increases. However, if it is determined that the defogger is in use, the use of the air conditioner associated with the use of the defogger The fuel-saving driving evaluation value can be corrected so as to suppress a decrease in evaluation due to an increase in the period. Thereby, it can suppress appropriately that fuel-saving driving | operation evaluation falls by use of a defogger required in order to improve the safety | security of driving | operation. Accordingly, it is possible to perform an appropriate fuel-saving driving evaluation in consideration of the necessity of using an air conditioner for improving driving safety.
Further, according to this characteristic configuration, it is possible to estimate whether or not the vehicle window is clouded due to condensation or frost based on the vehicle environment information including the inside humidity, the inside air temperature, and the outside air temperature. Therefore, the necessity of using the defogger can be appropriately determined. And if it is determined that there is no need to use the defogger, the correction by the correction means is limited, so that there is no need to use the defogger for carelessness and passenger comfort. The fuel-saving driving evaluation when the defogger is used can be lowered. Accordingly, it is possible to perform an appropriate fuel-saving driving evaluation in consideration of the necessity of using the defogger.

Here, the necessity determining means determines that there is no possibility of fogging of the vehicle window based on the vehicle environment information, and there is a possibility of fogging of the vehicle window based on the vehicle environment information. The defogger is used when the defogger usage period during which the defogger is in use has passed the defogging required period set as the period necessary for removing the fogging of the vehicle window. It is preferable that the configuration determines that there is no necessity. In the present application, “cloudiness of the car window” includes at least fogging of the car window due to condensation or frost.

According to this configuration, even when it is determined that there is no possibility of fogging of the vehicle window, or even when there is a possibility of fogging of the vehicle window, the fogging of the vehicle window is sufficiently removed by using the defogger. If it is determined that the defogger is used, it is determined that there is no need to use the defogger, and correction by the correction unit is limited. Therefore, it is possible to more appropriately determine the necessity of using the defogger and perform an appropriate fuel-saving driving evaluation.

In addition, it is preferable that the correction unit is configured to exclude the use period of the defogger from the air conditioner use period at a rate according to the use mode of the defogger.

According to this configuration, the fuel-saving driving evaluation value can be appropriately corrected according to the usage mode of the defogger. Therefore, even when there are a plurality of defogger usage modes, it is possible to perform an appropriate fuel-saving driving evaluation according to the defogger usage mode. Here, the usage mode of the defogger includes, for example, various settings of the air conditioner that can be selected while using the defogger, such as selection of an outlet and an air volume. For example, the choice of outlet may determine the ratio between the use of an air conditioner for a defogger and the use of an air conditioner for passenger comfort. Therefore, when the ratio of the use of the air conditioner for such a defogger is determined, by excluding the defogger use period from the air conditioner use period according to the ratio, an appropriate fuel-saving driving evaluation value can be obtained. This is more preferable because correction can be performed.

  Further, the defogger use determining means is based on an operation of one or both of an outlet selection operation unit for selecting an outlet of the air conditioner and a defogger selection operation unit for selecting an operation state of the defogger. It is preferable to determine whether or not the defogger is in use.

  According to this configuration, it is possible to easily and appropriately determine whether or not the defogger is in use, based on a user operation on a selection operation unit such as a switch, dial, or lever included in the air conditioner.

  The air conditioner use period is preferably a period during which the air conditioner compressor is in operation.

  According to this configuration, the period during which the compressor is operating during the entire period of use of the air conditioner has a significant effect on the deterioration of the fuel consumption of the vehicle. Compared with the period, it is possible to perform more appropriate fuel-saving driving evaluation.

  Further, the information processing apparatus further comprises evaluation information acquisition means for acquiring evaluation information based on the fuel-saving driving evaluation value, wherein the evaluation information acquisition means is a point given according to the fuel-saving driving evaluation value, the fuel-saving driving evaluation It is preferable that at least one piece of information of an advice sentence according to a value and a graph display visually representing the fuel-saving driving evaluation value is acquired as the evaluation information.

  According to this configuration, the content of the fuel saving driving evaluation based on the fuel saving driving evaluation value can be appropriately transmitted to the user using the acquired evaluation information.

  The technical features of the fuel-saving driving evaluation device according to the present invention having the above-described configurations can also be applied to the fuel-saving driving evaluation method and the fuel-saving driving evaluation program. And programs can also be subject to rights.

The characteristic configuration of the fuel-saving driving evaluation program in that case is that the period in which the air conditioner can be used is the usable period, and the period in which the air conditioner is in use is the air conditioner usage period. An evaluation function that calculates a fuel-saving driving evaluation value so as to increase the evaluation related to fuel-saving driving as the air-conditioner usage ratio decreases according to the air-conditioner usage ratio that is a ratio of the air-conditioner usage period occupying the possible period; A defogger usage determination function that determines whether or not the defogger, which is one of the functions of the air conditioner, is used, and if it is determined that the defogger is in use, it accompanies the use of the defogger The fuel-saving driving evaluation value is supplemented so as to suppress a decrease in the evaluation due to an increase in the air conditioner use period. A correction function of the inside humidity, interior temperature, and the environmental information acquisition function, the need to determine whether it is necessary to use the defogger on the basis of the vehicle environment information determined for acquiring vehicle environment information including the outside air temperature When the necessity determining means determines that there is no need to use the defogger, the function is to allow the computer to realize the function of limiting the correction by the correcting means .

  Naturally, this fuel-saving driving evaluation program can also obtain the effects of the fuel-saving driving evaluation device described above, and it is possible to incorporate some additional techniques mentioned as examples of suitable configurations. is there.

It is a block diagram which shows schematic structure of the fuel-saving driving | operation evaluation apparatus which concerns on embodiment of this invention. It is the figure which showed an example of the air-conditioner operation panel which concerns on embodiment of this invention. It is the table | surface showing the result of the air-conditioner use determination and defogger use determination for every use aspect of an air-conditioner based on embodiment of this invention. It is a block diagram which shows schematic structure of the centralized management server which concerns on embodiment of this invention. It is a figure which shows an example of the comprehensive evaluation screen which displays evaluation information based on embodiment of this invention. It is a figure which shows an example of the guidance screen which displayed the evaluation graph information for representing sequentially the change of the fuel-saving driving | operation evaluation value based on embodiment of this invention. It is a figure which shows an example of the advice data stored in the memory based on embodiment of this invention. It is a flowchart which shows the whole procedure of the fuel-saving driving | operation evaluation process which concerns on embodiment of this invention. It is a flowchart which shows the procedure of the fuel-saving driving | operation evaluation value calculation process of step # 05.

  Embodiments of the present invention will be described with reference to the drawings. In the present embodiment, as shown in FIG. 1, a case where the fuel-saving driving evaluation device 1 according to the present invention is configured as an in-vehicle terminal device having a function as a navigation device will be described as an example. This fuel-saving driving evaluation device 1 is a device that performs evaluation related to fuel-saving driving according to the usage ratio of an air conditioner 11 (hereinafter referred to as “air conditioner”). And this fuel-saving driving evaluation device 1 performs the appropriate evaluation in consideration of the necessity of using the defogger for improving the safety of driving in such a fuel-saving driving evaluation, so that the use of the air conditioner accompanying the use of the defogger is performed. It is characterized by having a configuration for correcting so as to suppress a decrease in evaluation due to an increase in period. Moreover, in this embodiment, as shown in FIG. 4, the fuel-saving driving | running evaluation apparatus 1 is comprised so that communication with the centralized management server 70 is comprised, and the case where the fuel-saving driving | running evaluation system is comprised by these is demonstrated as an example. . This centralized management server 70 collects information from a plurality of fuel-saving driving evaluation devices 1 mounted on each of a plurality of vehicles C, generates predetermined evaluation information I, and distributes the information to each fuel-saving driving evaluation device 1.

1. First, the configuration of the fuel-saving driving evaluation device 1 will be described. Each functional unit of the fuel-saving driving evaluation device 1 shown in FIG. 1 is a functional unit for performing various processes on input data using a common or independent arithmetic processing unit such as a CPU as a core member. Is implemented by hardware or software (program) or both. And each function part of the fuel-saving driving | running | working evaluation apparatus 1 is comprised so that it can deliver and receive information mutually. Here, when each functional unit is configured by software (program), the software is stored in a storage unit such as a RAM or a ROM that can be referred to by the arithmetic processing unit. The map database 27 includes a recording medium (storage means) such as a hard disk drive, flash memory, DVD-ROM, CD-ROM, etc. as a hardware configuration. The memory 51 includes a recording medium capable of storing and rewriting information as a hardware configuration, such as a hard disk drive and a flash memory. This memory 51 may be provided in a common recording medium with the map database 27 when the map database 27 is composed of a rewritable recording medium. Hereinafter, the configuration of each part of the fuel-saving driving evaluation device 1 according to the present embodiment will be described in detail.

  Since this fuel-saving driving evaluation device 1 has a function as a navigation device, a GPS (Global Positioning System) receiver 23, a direction sensor 24, a distance sensor 25, a host vehicle position information acquisition unit 22, a navigation calculation unit 26, And a map database 27. The own vehicle position information acquisition unit 22 performs an operation for specifying the own vehicle position based on outputs from the GPS receiver 23, the direction sensor 24, and the distance sensor 25. The own vehicle position information acquisition unit 22 also performs correction to match the own vehicle position on the road by performing a known map matching process based on the map database 27. The map database 27 is a database in which map data is stored. Here, the map data includes road network data including a plurality of nodes corresponding to each of a plurality of intersections and a plurality of links corresponding to roads connecting the nodes. The map data includes drawing information necessary for map display processing by the display processing unit 28 and various types of guidance information necessary for route guidance processing by the guidance processing unit 29. The calculation unit 26 for navigation is a calculation process that operates according to a predetermined application program in order to execute navigation functions such as display of the vehicle position, route search from the departure point to the destination, route guidance to the destination, and destination search. Part.

  The transmission / reception unit 21 includes a communication device that transmits / receives data to / from the central management server 70 via a wireless base station or the like by wireless communication. As such a wireless communication method, for example, a known communication network such as a mobile phone network or a wireless local area network (LAN) can be used. In the present embodiment, the transmission / reception unit 21 transmits information on the fuel-saving driving evaluation value V to the central management server 70 as described later. Further, the transmission / reception unit 21 receives evaluation information I (see FIGS. 5 and 6) from the central management server 70 by comparison with other vehicles C (see FIG. 4) such as rank information I4 and class information I5. In addition, update information for updating the point rule 52 and the advice data 54 stored in the memory 51 is also received. These points will be described later.

  The display processing unit 28 generates various images necessary for a navigation function such as a map image, a search screen for facilities, various setting screens, and the like, and displays them on the display / input device 30 or from the display / input device 30. The process of switching the image to be displayed is performed according to the input. Further, as will be described later, the display processing unit 28 also performs a process of displaying the evaluation information I acquired by the evaluation information acquiring unit 46 on the display / input device 30 (see FIGS. 5 and 6). The guidance processing unit 29 performs guidance by guidance display by the display / input device 30, voice guidance by the voice output device 31, or the like according to the calculation result by the navigation calculation unit 26. By the way, the display / input device 30 is a device in which a display device such as a liquid crystal display and an input device such as a touch panel and operation switches are integrated. The audio output device 31 includes a device for outputting audio such as a speaker and an amplifier.

  The main power supply monitoring unit 32 monitors the state of the main power switch 15 of the vehicle C. Then, the state where the main power switch 15 is turned on and power is supplied to each part of the vehicle C is determined as the main power source being turned on, and the main power switch 15 is turned off and power is supplied to each part of the vehicle C. It is determined that the main power is off.

  The air conditioner operation state monitoring unit 33 monitors the operation state of the air conditioner 11. Here, the operating state of the air conditioner 11 includes, for example, on / off of the air conditioner 11 itself, on / off of the compressor 12, selection of the outlet, air volume, temperature setting, and the like. In the present embodiment, the air conditioner operation state monitoring unit 33 monitors the operation state of the air conditioner 11 by monitoring user operations on the air conditioner operation panel 60. The air conditioner operation panel 60 is an operation panel for the user to select the operation state of the air conditioner 11, and is provided with selection operation units such as various switches, dials, and levers. The air conditioner 11 and the compressor 12 for the air conditioner 11 operate according to operations and selections on the air conditioner operation panel 60. In the present embodiment, when the compressor 12 is on, the heat pump of the air conditioner 11 operates to perform cooling, dehumidification (including dehumidification during heating) or the like according to the set temperature. On the other hand, when the compressor 12 is in the off state, the heat pump of the air conditioner 11 does not operate, and heating using the exhaust heat of the engine, air blowing without air conditioning or the like is performed. In the present embodiment, as will be described later, the period during which the compressor 12 that greatly affects fuel consumption deterioration during the entire use period of the air conditioner 11 is operating (on state) is defined as the air conditioner use period T2. Therefore, the period during which only the heating and air blowing are performed while the compressor 12 is off is not included in the air conditioner use period T2.

  FIG. 2 is a diagram illustrating an example of the air conditioner operation panel 60. In this example, the air conditioner operation panel 60 includes a compressor operation switch 61, an air volume adjustment dial 62, a temperature adjustment dial 63, an outlet selection switch 64, and an introduction changeover switch 65. The above-described compressor operation switch 61 is a switch for performing an operation of switching the compressor 12 on or off, and here is a switch on which “A / C” is arranged and disposed inside the air volume adjustment dial 62. . The air volume adjustment dial 62 is a dial for performing an operation of adjusting the air volume emitted from the air outlet of the air conditioner 11. When the air volume setting of the air conditioner 11 is set to the off position by the air volume adjusting dial 62, the air conditioner 11 itself is turned off, and the air conditioner 11 is turned on at other positions. When the air conditioner 11 itself is off, the compressor 12 is naturally off regardless of the operation of the compressor operation switch 61. The temperature adjustment dial 63 is a dial for adjusting the temperature setting of the air conditioner 11. The introduction changeover switch 65 is a switch for performing an operation of switching the air conditioner 11 between outside air introduction and inside air circulation.

  The air outlet selection switch 64 is a switch for performing an operation of selecting the air outlet of the air conditioner 11, and in this embodiment, a plurality of selection switches 64a to 64f to which different air outlets or combinations of air outlets are assigned. It is comprised including. And the wind of the air conditioner 11 blows out from the blower outlet allocated to the switch selected from several selection switch 64a-64f. In the present embodiment, the air outlet selection switch 64 including the plurality of selection switches 64a to 64f corresponds to the air outlet selection operation unit 13 in the present invention. In the example illustrated in FIG. 2, the air outlet selection switch 64 includes six selection switches 64 a to 64 f. The first air outlet switch 64a is a switch for selecting air flow to the occupant's upper body, the second air outlet switch 64b is air flow to the occupant's upper body and feet, and the third air outlet switch 64c is a switch for selecting air flow to the occupants' feet. is there. The half defogger switch 64d is a switch that selects a state in which both the air blowing as the defogger and the air blowing to the feet of the occupant are performed. The defogger switch 64e is a switch that selects blowing as a defogger. The auto switch 64f is a switch that sets the air outlet to a state in which the air conditioner 11 automatically selects the outlet. In the present embodiment, the half defogger switch 64d and the defogger switch 64e correspond to the defogger selection operation unit 14 in the present invention.

  The in-vehicle humidity sensor 34 is a sensor that detects the humidity inside the vehicle, the in-vehicle temperature sensor 35 is a sensor that detects the temperature inside the vehicle, and the outside temperature sensor 36 is a sensor that detects the temperature outside the vehicle. In this embodiment, the environmental information acquisition means 5 is comprised by these sensors 34-36. Accordingly, the vehicle interior information, the vehicle interior temperature, the vehicle interior temperature, and the vehicle exterior temperature detected by these sensors 34 to 36 are vehicle environment information.

  The air conditioner use determination unit 41 determines whether the air conditioner 11 is usable and whether the air conditioner 11 is in use. Then, the air conditioner use determination unit 41 obtains information on these periods T1 and T2 with the period during which the air conditioner 11 can be used as the available period T1 and the period during which the air conditioner 11 is in use as the air conditioner use period T2. . In the present embodiment, the state in which the air conditioner 11 can be used matches the state in which the main power switch 15 of the vehicle C is turned on and the vehicle C can travel. Therefore, the air conditioner use determination unit 41 determines that the air conditioner 11 is usable when the main power switch 15 is in the on state, and acquires this period as the usable period T1. In other words, the air conditioner use determination unit 41 acquires a period from when the main power switch 15 is turned on to when it is turned off as the usable period T1. In the present embodiment, the air conditioner use determination unit 41 determines that the air conditioner is being used when the compressor 12 is operating (on state). In other words, the air conditioner use determination unit 41 acquires a period from when the compressor 12 is turned on to when it is turned off as the air conditioner use period T2. That is, in this embodiment, the air conditioner use period T2 corresponds to a compressor use period that is a period during which the compressor 12 is in use. The compressor 12 is turned on / off not only by operating the compressor operation switch 61 but also by turning on / off the air conditioner 11 itself or turning on / off the main power switch 15 by operating the air volume adjustment dial 62.

  The defogger usage determining unit 42 determines whether or not a defogger that is one of the functions of the air conditioner 11 is being used. In the present embodiment, the defogger usage determining unit 42 corresponds to the defogger usage determining means 3 in the present invention. Then, the defogger usage determining unit 42 obtains information on the defogger usage period T3 with the period during which the defogger is being used as the defogger usage period T3. In the present embodiment, as a usage mode of the defogger, a state that is selected by the semi-defogger switch 64d and performs both the blowing as the defogger and the blowing to the feet of the occupant (hereinafter referred to as “half-defogger use state”), There is a state (hereinafter referred to as “all defogger use state”) which is selected by the defogger switch 64e and performs only air blowing as the defogger. Therefore, in the present embodiment, the defogger usage determination unit 42 determines whether or not the defogger is in use, and the usage mode of the defogger corresponds to the entire defogger usage state or the half defogger usage state. The judgment is also made. Then, the defogger usage determining unit 42 acquires two defogger usage periods T3: a total defogger usage period T3a that is a period of the entire defogger usage state, and a half defogger usage period T3b that is the period of the half defogger usage state. To do.

  The defogger use determination unit 42 determines whether the defogger is based on the operation of the outlet selection switch 64 (blower outlet selection operation unit 13) including the switches 64d and 64e (defogger selection operation unit 14) for selecting the operation state of the defogger. It is determined whether or not it is in use. Specifically, the defogger usage determination unit 42 acquires a period from when all the defogger usage states are selected by operating the defogger switch 64e until another air outlet selection switch 64 is operated as the all defogger usage period T3a. To do. Further, the defogger use determining unit 42 acquires a period from when the half defogger use state is selected by the operation of the half defogger switch 64d to when the other outlet selection switch 64 is operated as the half defogger use period T3b. When the use mode of the defogger is a half-defogger use state, air is also blown to the feet of the occupant, so it can be considered that half of the purpose of use of the air conditioner 11 is for passenger comfort. Therefore, in the present embodiment, the defogger usage determining unit 42 determines that the defogger usage rate is “50%” when the usage mode of the defogger is the half-defogger usage state. On the other hand, when the usage mode of the defogger is the state of using all defoggers, it can be considered that all the usage purposes of the air conditioner 11 are basically for the defogger. Therefore, in the present embodiment, the defogger usage determining unit 42 determines that the defogger usage rate is “100%” when the defogger usage mode is the entire defogger usage status.

  FIG. 3 is a table showing the results of air conditioner use determination by the air conditioner use determination unit 41 and defogger use determination by the defogger use determination unit 42 for each use mode of the air conditioner 11. In this table, “ON” or “OFF” shown in the column of “air conditioner (11)” indicates the ON or OFF state of the air conditioner 11 itself, and “ON” or “ON” shown in the column of “compressor (12)”. “OFF” indicates the compressor 12 is on or off. In the column corresponding to each of the selection switches 64a to 64f of “Blow Out Selection (64)”, “◯” indicates a state in which the switch marked with “○” is selected, and “Δ” indicates that “Δ” A state in which any one of the attached switches is selected is shown. “◯” shown in the column of “air conditioner use determination (41)” indicates that the air conditioner use determination unit 41 determines that the air conditioner is being used (the compressor 12 is operating), and “−” indicates the air conditioner use determination unit 41. Indicates that it is determined that the air conditioner is stopped (not using the air conditioner). "100%" shown in the column of "Defogger usage determination (42)" indicates that the defogger usage determination unit 42 determines that the defogger is in use in all defogger usage states, and "50%" indicates the defogger usage determination unit. 42 indicates that it is determined that the defogger is in use in the half-defogger use state, and “−” indicates that the defogger use determination unit 42 determines that the defogger is stopped (not using the defogger).

  As shown in FIG. 3, the air conditioner use determination unit 41 is concerned with whether the air conditioner 11 itself is on or off, on the assumption that the main power switch 15 is turned on (the air conditioner 11 can be used). First, when the compressor 12 is in the on state, it is determined that the air conditioner is in use (“◯” shown in the column of the air conditioner use determination (41) in the figure), and when the compressor 12 is in the off state, the air conditioner is stopped. Is determined. Further, the defogger use determination unit 42 assumes that the air conditioner is being used (compressor 12 is in operation), and the defogger switch 64e is operated in the plurality of outlet selection switches 64 (64a to 64f). The state in which the defogger use state is selected is determined as the defogger use rate “100%”, and the state in which the half defogger switch 64d is operated and the half defogger use state is selected is determined as the defogger use rate “50%”. On the other hand, in the defogger usage determination unit 42, the air outlet selection switch 64 (64a to 64c, 64f) other than the defogger switch 64e and the half defogger switch 64d is operated, and the air outlet for passenger comfort is selected. Then, it is determined that the defogger is stopped.

When it is determined that the defogger is in use, the correction unit 43 suppresses the fuel-saving driving evaluation from decreasing due to an increase in the air-conditioner use period T2 associated with the use of the defogger. It fulfills the function of correcting the driving evaluation value V. Therefore, the correction unit 43 corresponds to the correction unit 4 in the present invention. In the present embodiment, the correction unit 43 corrects the fuel-saving driving evaluation value V by excluding the defogger use period T3 that is the use period of the defogger from the air conditioner use period T2 at a rate according to the use mode of the defogger. To do. Therefore, the correction unit 43 calculates an exclusion period T4 that represents the defogger usage period T3 according to the defogger usage mode. As described above, in the present embodiment, the entire defogger usage state (defogger usage rate “100%”) and half-defogger usage status (defogger usage rate “50%”) can be selected as the usage mode of the defogger. Therefore, the correction unit 43 sets the exclusion period T4 to exclude each of the entire defogger use period T3a and the half defogger use period T3b from the air conditioner use period T2 at a rate according to the defogger use ratio assigned to each defogger use mode. calculate. Specifically, as shown in the following formula (1), the correcting unit 43 sets a period obtained by adding the total defogger usage period T3a and the (1/2) period of the half defogger usage period T3b as an exclusion period T4. calculate.
T4 = T3a + T3b / 2 (1)

  And the correction | amendment part 43 correct | amends the fuel-saving driving | operation evaluation value V calculated by the evaluation value calculation part 45 mentioned later by excluding the calculated exclusion period T4 from the air-conditioner use period T2. By correcting the fuel-saving driving evaluation value V in this way, it is possible to suppress a decrease in fuel-saving driving evaluation due to an increase in the air-conditioner use period T2 associated with the use of the defogger. Thereby, it can suppress appropriately that fuel-saving driving | operation evaluation falls by use of a defogger required in order to remove the cloudiness of a vehicle window, and to improve driving | operation safety | security, and appropriate fuel-saving regarding use of the air conditioner 11 can be suppressed. Driving evaluation can be performed.

  The necessity determination unit 44 determines whether or not it is necessary to use a defogger based on the vehicle environment information acquired by the environment information acquisition unit 5. Therefore, the necessity determination unit 44 corresponds to the necessity determination unit 6 in the present invention. As described above, in this embodiment, the fuel-saving driving evaluation device 1 includes the interior humidity sensor 34, the interior air temperature sensor 35, and the exterior air temperature sensor 36 as the environment information acquisition unit 5, and the interior humidity as the vehicle environment information. The vehicle interior temperature and the vehicle exterior temperature are acquired. The necessity determination unit 44 determines whether or not the vehicle window may be clouded based on the vehicle environment information. For example, the necessity determination unit 44 creates a fogging possibility table that defines conditions under which fogging due to condensation or the like may occur on the vehicle window regarding the difference between the inside and outside temperature, which is the difference between the inside temperature and the outside temperature, and the inside humidity. In addition, it can be configured to determine whether or not there is a possibility of fogging of the vehicle window based on the fogging possibility table, the inside / outside temperature difference at the time of determination, and the inside humidity. Further, for example, it is configured to determine whether or not the vehicle window may be clouded based on values calculated by substituting the values of the inside humidity, the inside air temperature, and the outside air temperature into a predetermined calculation formula. You can also. And the necessity determination part 44 determines with the necessity to use a defogger, when it determines with there being no possibility that the fog of a vehicle window will generate | occur | produce.

  Further, even when the necessity determining unit 44 determines that there is a possibility of fogging of the vehicle window based on the vehicle environment information, the defogger usage period T3 has passed the predetermined fogging removal necessary period T5. Determines that there is no need to use a defogger. Here, the fog removal necessary period T5 is a period set as a period necessary for removing fog on the vehicle window when it is determined that the vehicle window may be fogged based on the vehicle environment information. . In the present embodiment, the defogging required period T5 is set to a predetermined period, and is set to a period sufficient to remove fogging of the vehicle window by using the defogger. Further, since the defogger usage period T3 compared with the defogging necessary period T5 is preferably a period according to the usage mode of the defogger, in the present embodiment, it is the same as the exclusion period T4 representing such a defogger usage period T3. And the period calculated by the above equation (1). The necessity determination unit 44 determines whether or not the defogger usage period T3 acquired by the defogger usage determination unit 42 has exceeded the defogger removal necessary period T5. And even if it is a case where the necessity determination part 44 determines that the fogging of a vehicle window may generate | occur | produce based on vehicle environment information, when the defogger use period T3 exceeds the clouding removal required period T5, Determine that there is no need to use any further defogger. The necessity determining unit 44 determines that there is a possibility that the vehicle window may be fogged based on the vehicle environment information, and when the defogger usage period T3 is within the fog removal necessary period T5, Determine that you need to use a defogger. Note that the defogger usage period T3 compared with the defogging required period T5 may be simply the sum of the entire defogger usage period T3a and the half defogger usage period T3b.

  The fuel-saving driving evaluation device 1 limits the correction of the fuel-saving driving evaluation value V by the correcting unit 43 when the necessity determining unit 44 determines that there is no need to use the defogger. In the present embodiment, the necessity determination unit 44 restricts correction by the correction unit 43 in such a case. Specifically, the necessity determining unit 44 includes the defogger usage period T3 (the total defogger usage period T3a and the half defogger usage period T3b) included in the period determined as not requiring the use of the defogger in the exclusion period T4. It is prohibited to be done. This is because the act of using the defogger goes beyond the need for defogging of the car window is not appropriate to include in the use of the defogger required to increase driving safety, just for passenger comfort This is because such a defogger usage period T3 is not included in the exclusion period T4 because it is appropriate to be equated with the use of the air conditioner 11. By limiting the correction by the correction unit 43 in this way, the fuel-saving driving evaluation when the defogger is used for carelessness or occupant comfort despite the necessity of using the defogger is reduced. Will do. Accordingly, it is possible to calculate an appropriate fuel-saving driving evaluation value V in consideration of the necessity of using the defogger.

In accordance with the air conditioner use ratio R, which is the ratio of the air conditioner use period T2 to the usable period T1, the evaluation value calculation unit 45 increases the evaluation regarding the fuel saving operation as the air conditioner use ratio R decreases. An operation evaluation value V is calculated. Here, the air conditioner use ratio R is calculated by the following equation (2).
R = T2 / T1 (2)
In this embodiment, the evaluation value calculation unit 45 basically uses the air-conditioner usage ratio R as it is as the fuel-saving driving evaluation value V. In this case, the fuel-saving driving evaluation value V decreases as the air conditioner usage ratio R decreases. Therefore, here, the fuel-saving driving evaluation value V is defined as an evaluation value such that the evaluation regarding the fuel-saving driving increases as the value decreases.

Further, as described above, when the defogger usage determining unit 42 determines that the defogger is being used, the correction unit 43 reduces the fuel-saving driving evaluation due to an increase in the air conditioner usage period T2 associated with the use of the defogger. The fuel-saving driving evaluation value V is corrected so as to suppress this. Specifically, the correcting unit 43 calculates a period obtained by adding the total defogger usage period T3a and the (1/2) period of the half defogger usage period T3b as the exclusion period T4 according to the above equation (1). When calculating the fuel-saving driving evaluation value V by the evaluation value calculation unit 45, the fuel-saving driving evaluation value V is corrected by excluding the exclusion period T4 from the air conditioner use period T2. Accordingly, the fuel-saving driving evaluation value V considering the correction by the correction unit 43 is obtained by subtracting the exclusion period T4 from the air conditioner use period T2 from the usable period T1 as shown in the following equation (3). By dividing, the evaluation value calculation unit 45 calculates.
V = (T2-T4) / T1 (3)
Here, the exclusion period T4 is equal to or less than the air conditioner use period T2 (T4 ≦ T2), and the air conditioner use period T2 is equal to or less than the usable period T1 (T2 ≦ T1). Therefore, the fuel-saving driving evaluation value V can take values from “0” to “1”. The evaluation regarding the fuel-saving driving is the highest at the minimum value “0”, and the evaluation regarding the fuel-saving driving is the lowest at the maximum value “1”.

  As described above, the air conditioner use determination unit 41 acquires the period from when the main power switch 15 is turned on to when it is turned off as the usable period T1. Therefore, in this embodiment, the evaluation value calculation unit 45 sets a period from when the main power switch 15 is turned on to when it is turned off as one evaluation value calculation period, and the fuel-saving driving evaluation value for each evaluation value calculation period. V is calculated. Further, the evaluation value calculation unit 45 calculates the fuel-saving driving evaluation value V for the period from when the main power switch 15 is turned on to the present time. The fuel-saving driving evaluation value V at each time point corresponds to an intermediate process with respect to the fuel-saving driving evaluation value V over the entire evaluation value calculation period.

  In the present embodiment, the correction unit 43 performs processing up to the calculation of the exclusion period T4, and the evaluation value calculation unit 45 performs processing for calculating the fuel-saving driving evaluation value V corrected using the exclusion period T4. I am going to do that. Here, when the exclusion period T4 is “0” (T4 = 0), the fuel-saving operation evaluation value V matches the air conditioner use ratio R. Thus, when the exclusion period T4 is “0”, the correction of the fuel-saving driving evaluation value V by the correction unit 43 is not performed. In the present embodiment, the air conditioner use determination unit 41 and the evaluation value calculation unit 45 described above constitute the evaluation unit 2 in the present invention.

  The evaluation information acquisition unit 46 acquires the evaluation information I based on the fuel-saving driving evaluation value V calculated by the evaluation value calculation unit 45. In the present embodiment, this evaluation information acquisition unit 46 corresponds to the evaluation information acquisition means 7 in the present invention. Here, as shown in FIG. 1, the evaluation information acquisition unit 46 includes a point calculation unit 47, a graph generation unit 48, an advice sentence acquisition unit 49, and an external information acquisition unit 50. Then, the evaluation information acquisition unit 46 acquires as the evaluation information I point information I1, advice sentence information I2, evaluation graph information I3, rank information I4, and class information I5. The memory 51 also stores a point rule 52 and advice data 54 that are referred to by the evaluation information acquisition unit 46. 5 and 6 show an example of a screen when the evaluation information I acquired by the evaluation information acquisition unit 46 is displayed and output on the display / input device 30. FIG. FIG. 5 is an example of a comprehensive evaluation screen for displaying a comprehensive evaluation result regarding the fuel-saving driving evaluation value V so far. FIG. 6 shows the fuel-saving driving evaluation value V of the vehicle C during travel. It is an example of the guidance screen which displayed the evaluation graph information I3 for expressing a change sequentially. In the example of FIG. 6, in addition to the evaluation graph information I3, class information I5 and a guidance map for route guidance are displayed.

The point calculation unit 47 calculates points given according to the fuel-saving driving evaluation value V. At this time, the point calculation unit 47 refers to the point rule 52 stored in the memory 51 and calculates points given according to the point rule 52. The point rule 52 is a rule that defines the relationship between the fuel-saving driving evaluation value V calculated by the evaluation value calculation unit 45 and the given points. As described above, the fuel-saving driving evaluation value V can take values from “0” to “1”. Therefore, in this embodiment, as an example, the point rule 52 is a value obtained by multiplying the difference value obtained by subtracting the fuel-saving driving evaluation value V from “1”, which is the maximum value that the fuel-saving driving evaluation value V can take, by 100. It is a rule that is given as a point. Specifically, the point calculation unit 47 calculates the point P according to the following equation (4).
P = (1-V) × 100 (4)
As described above, the evaluation value calculation unit 45 sets the period from when the main power switch 15 is turned on to when it is turned off as one evaluation value calculation period, and evaluates fuel-saving driving within a range of “0” to “1”. The value V is calculated. Therefore, the point calculation unit 47 calculates and gives 0 to 100 points for each evaluation value calculation period according to the calculated fuel-saving driving evaluation value V.

  Moreover, the point calculation part 47 integrates the points for every evaluation value calculation period calculated as described above, and calculates the total points acquired so far. The total points are accumulated and totaled every predetermined period, for example, every year, and when the year changes, the total points are accumulated again from zero, or the accumulated values of all the points acquired so far. The points and total points for each evaluation value calculation period calculated by the point calculation unit 47 are stored in the memory 51 as vehicle point data 53. Based on the vehicle point data 53 stored in the memory 51, the point calculation unit 47 displays on the display / input device 30 the points acquired by the previous run (previous acquisition points) and the point information I1 representing the total points. Let In the example shown in FIG. 5, such point information I1 is displayed on a part of the comprehensive evaluation screen.

  The point rule 52 referred to by the point calculation unit 47 can be updated by update information received from the central management server 70 (see FIG. 4). This update process is performed by the update processing unit 56. That is, when the update processing unit 56 receives the update information of the point rule 52 from the central management server 70 via the transmission / reception unit 21, the update processing unit 56 updates the point rule 52 stored in the memory 51 based on the update information. To do. Thereby, for example, it is possible to change the rules as needed so that the points to be given become more appropriate values, or to change the rules so as to increase the points given for a limited time. The content of the point rule 52 is merely an example, and the content of this rule can be set arbitrarily. Therefore, for example, according to the length of the evaluation value calculation period from when the main power switch 15 is turned on to when it is turned off, the point rule is changed so that the given points are changed even with the same fuel-saving driving evaluation value V It is also preferable to set 52.

  The graph generation unit 48 generates a graph display that visually represents the fuel-saving driving evaluation value V at each time point. Specifically, as shown in FIG. 6, evaluation graph information I3 for sequentially representing changes in the fuel-saving driving evaluation value V during a period in which the air conditioner can be used (usable period T1) is generated. The graph generation unit 48 causes the display / input device 30 to display the generated evaluation graph information I3. As described above, in this embodiment, the fuel-saving driving evaluation value V is an evaluation value that increases the evaluation regarding the fuel-saving driving as the value decreases. Therefore, similarly to the point P described above, a value obtained by multiplying the difference value obtained by subtracting the fuel-saving driving evaluation value V from “1”, which is the maximum value that the fuel-saving driving evaluation value V can take, is 100. The value V is used as a display value for graph display, and evaluation graph information I3 in which the display value is graphed is generated. The evaluation graph information I3 includes a graph of the current value of the fuel-saving driving evaluation value V and a graph of the past average value of the fuel-saving driving evaluation value V, and is adjacent to each other so that they can be compared with each other. Has been placed. Here, the graph of the current value of the fuel-saving driving evaluation value V is a graph for displaying the fuel-saving driving evaluation value V for the period from the turning on of the main power source to the current time while sequentially updating as time elapses. is there. The graph of the past average value of the fuel-saving driving evaluation value V shows the average value of past information about the fuel-saving driving evaluation value V in the evaluation value calculation period from when the main power switch 15 is turned on to when it is turned off. This is a graph for display, and the value is updated every time the evaluation value calculation period ends. In the illustrated example, both graphs are bar graphs. Note that as information on the past fuel-saving driving evaluation value V, information stored in the fuel-saving driving evaluation device 1 or information stored for each vehicle C in the central management server 70 is used.

  The advice sentence acquisition part 49 acquires the advice sentence information I2 of the content according to the fuel-saving driving evaluation value V. Here, the advice sentence acquisition unit 49 reads and acquires the advice sentence information I2 having the content corresponding to the fuel-saving driving evaluation value V from the advice data 54 stored in the memory 51. Also, the advice sentence acquisition unit 49 causes the display / input device 30 to display the acquired advice sentence information I2. This advice sentence information I2 is information of a sentence for conveying the contents of evaluation according to the fuel-saving driving evaluation value V to the user according to the fuel-saving driving evaluation value V. In the present embodiment, the advice text information I2 is text information for improving the user's awareness that fuel-saving driving can be performed by refraining from using the air conditioner 11. FIG. 7 shows an example of advice data 54 stored in the memory 51. According to this example, when the fuel-saving driving evaluation value V is as low as “0” to “0.50” (the evaluation regarding the fuel-saving driving is high), the text that gives up that fact is used as the advice text information I2. To be acquired. On the other hand, when the fuel-saving driving evaluation value V is relatively high as “0.51” to “0.80” (the evaluation regarding fuel-saving driving is relatively low), it is recommended to refrain from using the air conditioner 11. Is acquired as advice sentence information I2, and the fuel-saving driving evaluation value V is higher (0.81) to "1.00" (evaluation regarding fuel-saving driving is lower), the air conditioner is slightly stronger. 11 is obtained as the advice sentence information I2. In the example shown in FIG. 5, the advice sentence information I2 is displayed on a part of the comprehensive evaluation screen.

  The advice data 54 stored in the memory 51 can be updated by update information received from the central management server 70. This update process is performed by the update processing unit 56. That is, when the update processing unit 56 receives the update information of the advice data 54 from the central management server 70 via the transmission / reception unit 21, the update processing unit 56 updates the advice data 54 stored in the memory 51 based on the update information. To do. Thereby, for example, the content of the advice text information I2 can be changed to a more appropriate one at any time, such as changing the content of the advice text information I2 according to the user's air conditioner usage tendency or the like. The content of the advice data 54 is merely an example, and the content can be arbitrarily set.

  The external information acquisition unit 50 performs processing for acquiring evaluation information I from a centralized management server 70 (see FIG. 4) provided outside the vehicle C. Specifically, the external information acquisition unit 50 communicates with the central management server 70 via the transmission / reception unit 21 and receives evaluation information I by comparison with other vehicles C such as rank information I4 and class information I5. As will be described later, the centralized management server 70 is provided so as to be communicable with the fuel-saving driving evaluation device 1 mounted on the plurality of vehicles C, and collects information on the fuel-saving driving evaluation value V from the plurality of vehicles C. Tally. In the present embodiment, the central management server 70 collects information on the points given according to the fuel-saving driving evaluation value V from the fuel-saving driving evaluation device 1 of each vehicle C and the information on the fuel-saving driving evaluation value V. The ranking information I4 and the class information I5 are generated as a result of the aggregation. The external information acquisition unit 50 of each fuel-saving driving evaluation device 1 requests and acquires the rank information I4 and the class information I5 thus generated from the central management server 70 at a predetermined timing. In the present embodiment, the external information acquisition unit 50 requests the order information I4 and the class information I5 from the central management server 70 when the main power supply 15 is turned on.

  The rank information I4 is information representing the rank of each vehicle C regarding the fuel-saving driving evaluation value V in comparison with the other vehicle C. As the rank information I4, for example, information such as the rank order of the average value of the fuel-saving driving evaluation value V within a predetermined period of each vehicle, the rank of the total points acquired by each vehicle within the predetermined period, and the like. it can. Here, various periods such as one year, one month, one week, one day, and the like can be set as the predetermined period. Then, the external information acquisition unit 50 causes the display / input device 30 to display the acquired rank information I4. In the present embodiment, as shown in the example of FIG. 5, the rank information I4 includes the rank in comparison with the other vehicle C of the total points acquired by each vehicle C every month, and the rank relative to the previous month. It contains an arrow image that indicates whether it has gone up or down.

  The class information I5 is information representing a class given based on the past fuel-saving driving evaluation value V of each vehicle C in comparison with the other vehicle C. As this class information I5, for example, the ranking of the average value of the fuel-saving driving evaluation value V within a predetermined period of each vehicle, the ranking of the total points acquired by each vehicle C within the predetermined period, According to the total points acquired so far, it can be used as information on the class to which each vehicle C belongs when each vehicle is divided into a plurality of classes. In the present embodiment, the class information I5 is determined by moving the current class up and down in accordance with the ranking of the total points acquired during a predetermined period (for example, one year). Here, as the class, for example, A, B, C,..., 1, 2, 3,. The external information acquisition unit 50 causes the display / input device 30 to display the acquired class information I5. In the present embodiment, as shown in the example of FIG. 5, the class information I5 uses classes A, B, C,..., And in the illustrated example, the vehicle C belongs to the “B” class. Is displayed.

  The transmission processing unit 55 performs a process of transmitting information on the fuel-saving driving evaluation value V to the central management server 70 at a predetermined timing. More specifically, when the main power supply 15 is turned off, the transmission processing unit 55 transmits information related to the fuel-saving driving evaluation value V in the evaluation value calculation period from the on-off of the main power supply 15 to the central management server 70. Perform the process. The main power supply monitoring unit 32 determines whether the main power supply 15 is on or off. In the present embodiment, the transmission processing unit 55 transmits the point information for each evaluation value calculation period given in accordance with the fuel-saving driving evaluation value V and the information on the fuel-saving driving evaluation value V to the central management server 70. To do.

2. Configuration of Central Management Server Next, the configuration of the central management server 70 will be described. As shown in FIG. 4, the centralized management server 70 is provided so as to be able to communicate with a plurality of fuel-saving driving evaluation devices 1 mounted on each of a plurality of vehicles C. Then, the central management server 70 collects and aggregates information related to the fuel-saving driving evaluation value V from each fuel-saving driving evaluation device 1, and generates evaluation information I for each fuel-saving driving evaluation device 1 based on the totaled information. To do. Further, the central management server 70 distributes the generated evaluation information I according to the request from each fuel-saving driving evaluation device 1.

  Each functional unit of the centralized management server 70 shown in FIG. 4 includes a functional unit for performing various processes on input data using a common processing processor such as a CPU as a core member. Hardware and / or software (program) or both. Each functional unit of the centralized management server 70 is configured to be able to exchange information with each other. Here, when each functional unit is configured by software (program), the software is stored in a storage unit such as a RAM or a ROM that can be referred to by the arithmetic processing unit. Further, the user database 71 includes a recording medium (storage means) capable of storing and rewriting information as a hardware configuration, such as a hard disk drive and a flash memory. Hereinafter, the configuration of each unit of the centralized management server 70 according to the present embodiment will be described in detail.

  The transmission / reception unit 72 includes a communication device that transmits and receives data by wireless communication with the fuel-saving driving evaluation device 1 mounted on a plurality of vehicles C via a wireless base station or the like. For this wireless communication method, the same communication method as that of the transmission / reception unit 21 of the fuel-saving driving evaluation device 1 is used. As described above, in the present embodiment, the transmission / reception unit 72 includes information on the fuel-saving driving evaluation value V, specifically, points given according to the fuel-saving driving evaluation value V, and the fuel-saving driving evaluation value V. Is received from the fuel-saving driving evaluation device 1. The transmission / reception unit 72 also receives the evaluation information I based on comparison with other vehicles C such as the rank information I4 and the class information I5, and the point rules 52 and advice data 54 stored in the memory 51 of the fuel-saving driving evaluation device 1. Update information for updating is transmitted to the fuel-saving driving evaluation device 1.

  The storage processing unit 73 stores information on the fuel-saving driving evaluation value V received from the fuel-saving driving evaluation device 1 mounted on each vehicle C by the transmission / reception unit 72 for each vehicle C and stores the information in the user database 71. I do. As described above, in this embodiment, the information related to the fuel-saving driving evaluation value V includes the points given according to the fuel-saving driving evaluation value V and the information on the fuel-saving driving evaluation value V. These pieces of information are transmitted from the fuel-saving driving evaluation device 1 as information for each evaluation value calculation period of the vehicle C when the main power source is turned off in each vehicle C, and received by the transmission / reception unit 72. The storage processing unit 73 stores the received information related to the fuel-saving driving evaluation value V in the user database 71 in a state in which the information is associated with the identification information of each vehicle C and the reception date / time information. Here, as the identification information of each vehicle C, for example, the identification code of each vehicle C or each fuel-saving driving evaluation device 1, the number of the number plate of each vehicle C, or the like can be used.

  The tabulation processing unit 74 tabulates information related to the fuel-saving driving evaluation value V for each vehicle C stored in the user database 71 and generates evaluation information I for each vehicle C (each fuel-saving driving evaluation device 1). Do. Specifically, the aggregation processing unit 74 aggregates the point information for each evaluation value calculation period received from each vehicle C for each predetermined period, and rank information I4 indicating the rank of the total points obtained by comparing the plurality of vehicles C. Is generated. In this embodiment, the totalization processing unit 74 calculates the sum of points acquired by each vehicle C every month, and generates rank information I4 that represents the rank in comparison with other vehicles C. Furthermore, the totalization process part 74 totals the points which each vehicle C acquired within the predetermined period, and produces | generates the class information I5 showing the class provided according to the totalization result. In the present embodiment, the aggregation processing unit 74 increases the rank if the rank is high and descends the rank if the rank is low, according to the rank of the total points acquired during a predetermined period (for example, one year). The class of each vehicle C is determined. The class until the predetermined period first passes can be arbitrarily set such as the lowest class or an intermediate class. The generated rank information I4 and class information I5 are stored in the user database 71 in a state associated with the identification information of each vehicle C. The rank information I4 and the class information I5 are preferably generated based on the fuel-saving driving evaluation value V instead of the points.

  Moreover, the totalization process part 74 integrates the information of the point for every evaluation value calculation period received from each vehicle C for every vehicle C, and calculates the total point acquired so far. As described above, the total point is an integrated value integrated every predetermined period, or an integrated value of all the points acquired so far. The calculated total point information is stored in the user database 71 in a state associated with the identification information of each vehicle C. Thus, the total point information stored in the user database 71 is used for backup and confirmation of the total point information stored in the memory 51 of each fuel-saving driving evaluation device 1. Therefore, this information matches the total point information stored in the memory 51 as the vehicle point data 53 in the fuel-saving driving evaluation device 1.

  The distribution processing unit 75 reads the rank information I4 and the class information I5 as the evaluation information I generated by the totalization processing unit 74 from the user database 71 in response to a request from the external information acquisition unit 50 of each fuel-saving driving evaluation device 1. Then, a process of transmitting to each fuel-saving driving evaluation device 1 is performed. Further, when update information for updating the point rules 52 and the advice data 54 is generated by an update information generation unit (not shown), the distribution processing unit 75 transmits the update information to the fuel-saving driving evaluation device 1. Perform the process.

3. Procedure of Operation Process Next, a procedure of a fuel saving driving evaluation process (fuel saving driving evaluation method) executed in the fuel saving driving evaluation apparatus 1 according to the present embodiment will be described. FIG. 8 is a flowchart showing the overall procedure of the fuel-saving driving evaluation process according to this embodiment. FIG. 9 is a flowchart showing the procedure of the fuel-saving driving evaluation value calculation process in step # 05 of FIG. Hereinafter, it demonstrates according to these flowcharts.

  First, the overall procedure of the fuel-saving driving evaluation process will be described. As shown in FIG. 8, when the main power switch 15 of the vehicle C on which the fuel-saving driving evaluation device 1 is mounted is turned on (step # 01: Yes), the external information acquisition unit 50 causes the central management server 70 to For the vehicle C, the rank information I4 and the class information I5 as the evaluation information I are requested, and these pieces of information are received (step # 02). Then, the comprehensive evaluation screen is displayed (step # 03). As shown in FIG. 5, this comprehensive evaluation screen displays the points acquired by the previous run (previous acquisition points) and point information I1, the advice sentence information I2, the rank information I4, and the class information I5 representing the total points. Contains. Here, the point information I <b> 1 is calculated by the point calculation unit 47 and acquired from the vehicle point data 53 stored in the memory 51. The advice sentence information I2 is acquired by the advice sentence acquisition unit 49 by reading out the advice sentence information I2 having the content corresponding to the fuel-saving driving evaluation value V during the previous travel from the advice data 54 stored in the memory 51. The The rank information I4 and the class information I5 are received and acquired from the central management server 70 in step # 02. The comprehensive evaluation screen shown in FIG. 5 is configured by arranging these pieces of information according to a predetermined format.

  Thereafter, it is determined whether or not a predetermined calculation period preset as an interval for repeating the fuel-saving driving evaluation value calculation process in step # 05 has elapsed (step # 04). Since this calculation period is an interval for updating the fuel-saving driving evaluation value V, it is preferable to set the calculation period to a relatively short time such as 1 second or less. If the calculation period has not elapsed (step # 04: No), the process proceeds to step # 07. If the calculation period has elapsed (step # 04: Yes), the calculation period is reset and the process proceeds to step # 05. Next, a fuel-saving driving evaluation value calculation process for calculating the fuel-saving driving evaluation value V is performed by each functional unit of the fuel-saving driving evaluation device 1 (step # 05). This fuel-saving driving evaluation value calculation process will be described later in detail based on the flowchart of FIG. Next, the graph generation unit 48 generates and displays the evaluation graph information I3 (step # 06). As shown in FIG. 6, the evaluation graph information I3 is a graph display that visually represents the fuel-saving driving evaluation value V at each time point. Steps # 05 and # 06 are repeatedly executed at predetermined time intervals until the main power switch 15 is turned off. Therefore, during the period from when the main power switch 15 of the vehicle C is turned on (step # 01: Yes) to when it is turned off (step # 07: No) (evaluation value calculation period), fuel-saving driving evaluation at each time point While the value V is calculated as needed, evaluation graph information I3 that visually represents the fuel-saving driving evaluation value V at each time point is displayed on the display / input device 30.

  Thereafter, when the main power switch 15 is turned off (step # 07: Yes), the transmission processing unit 55 performs information on the fuel-saving driving evaluation value V in the evaluation value calculation period from the main power switch 15 on to off. Is transmitted to the central management server 70 (step # 08). Here, the information related to the fuel-saving driving evaluation value V to be transmitted includes the point information for each evaluation value calculation period and the information on the fuel-saving driving evaluation value V as described above. The fuel-saving driving evaluation value V in the evaluation value calculation period is equal to the fuel-saving driving evaluation value V at that time point calculated at step # 05 immediately before the main power switch 15 is turned off. This completes the overall procedure of the fuel-saving driving evaluation process.

  Next, the procedure of the fuel-saving driving evaluation value calculation process in step # 05 in FIG. 8 will be described. As shown in FIG. 9, in this process, the air conditioner use determination unit 41 first updates the usable period T1 of the air conditioner 11 (step # 11). Specifically, the air conditioner use determination unit 41 adds the available period T1 after the previous calculation to the available period T1 acquired last time (equal to the calculation period of step # 04) and updates the available period T1. Thereby, the air-conditioner use determination unit 41 acquires the elapsed time from when the main power switch 15 is turned on (step # 01: Yes) to the present time as the usable period T1. Further, the air conditioner use determination unit 41 determines whether or not the air conditioner 11 is in use (step # 12). As described above, in this embodiment, the air conditioner use determination unit 41 determines that the air conditioner is in use when the compressor 12 is operating (on state). If the air conditioner 11 is in use (step # 12: Yes), the air conditioner use determination unit 41 updates the air conditioner use period T2 (step # 13). Specifically, the air conditioner use determination unit 41 updates the air conditioner use period T2 by adding the air conditioner use period T2 after the previous calculation to the previously acquired air conditioner use period T2. As a result, the air conditioner use determination unit 41 acquires a period during which the air conditioner 11 is in use (the compressor 12 is in operation) from when the air conditioner 11 becomes usable until the present time as the air conditioner use period T2. That is, when the air conditioner 11 is used intermittently within the usable period T1, the air conditioner use determining unit 41 adds up only the period during which the air conditioner 11 is in use and obtains it as the air conditioner use period T2. . On the other hand, when the air conditioner 11 is stopped (step # 12: No), the air conditioner use period T2 is not updated, and the process proceeds to step # 21 as it is. In this case, in the calculation process of the fuel-saving driving evaluation value V in step # 21, the previously acquired air conditioner use period T2 is used.

  Next, the defogger usage determining unit 42 determines whether or not the defogger is being used (step # 14). When the defogger is in use (step # 14: Yes), the defogger use determination unit 42 acquires the defogger use period T3 (step # 15). As described above, in the present embodiment, the usage mode of the defogger includes a full defogger usage state and a half defogger usage state. Therefore, the defogger usage determination unit 42 acquires two of the defogger usage period T3, that is, the entire defogger usage period T3a and the half defogger usage period T3b. At this time, the defogger usage determination unit 42 updates the defogger usage period T3 by adding the defogger usage period T3 after the previous calculation to the previously acquired defogger usage period T3. As a result, the defogger usage determining unit 42 acquires a period during which the defogger has been in use from the time when the air conditioner 11 becomes usable as the defogger usage period T3. That is, when the defogger is used intermittently within the usable period T1, the defogger usage determining unit 42 adds up only the period during which the defogger is being used and obtains it as the defogger usage period T3. Here, the full defogger usage period T3a and the half defogger usage period T3b are acquired. On the other hand, when the defogger is stopped (step # 14: No), the defogger usage period T3 is not updated, and the process directly proceeds to step # 21. In this case, in the calculation process of the exclusion period T4 in steps # 19 and # 20, the previously acquired defogger use period T3 (full defogger use period T3a, half defogger use period T3b) is used.

  Thereafter, the necessity determination unit 44 determines whether or not the vehicle window may be fogged based on the vehicle environment information acquired by the environment information acquisition unit 5 (step # 16). If there is a possibility that fogging of the vehicle window may occur (step # 16: Yes), it is further determined whether or not the defogger usage period T3 is equal to or shorter than the fog removal necessary period T5 (T3 ≦ T5) (step #). 17). As described above, in the present embodiment, the defogger usage period T3 to be compared with the defogging required period T5 is a period calculated by the above equation (1) as in the exclusion period T4. In addition, since the fogging of the vehicle window may occur again after the use of the defogger is stopped, in the defogger usage period T3 compared with the defogger removal necessary period T5, a predetermined time (for example, 1 hour) has passed since the defogger use was stopped Sometimes it is preferred to initialize to zero. The defogger usage period T3 even when there is no possibility of fogging of the vehicle window (step # 16: No), or even when fogging of the vehicle window may occur (step # 16: Yes). When the defogging period T5 has elapsed (step # 17: No), the defogger usage determining unit 42 determines that the use of the defogger under those conditions is not necessary for removing the fog on the vehicle window. And the process proceeds directly to step # 21. In this case, since the calculation process of the additional exclusion period T4a in steps # 19 and # 20 is not performed and the exclusion period T4 is not updated, the exclusion period T4 acquired last time is used in step # 21.

  On the other hand, when the defogger usage period T3 is equal to or shorter than the defogging required period T5 (step # 17: Yes), the defogger usage determination unit 42 determines that the defogger needs to be used. Therefore, the correction unit 43 determines the usage mode of the defogger (step # 18), and calculates the additional exclusion period T4a corresponding to the usage mode of the defogger (step # 19 or # 20). In the present embodiment, the usage mode of the defogger includes a full defogger usage state and a half defogger usage state. Therefore, when the usage mode of the defogger is the all-defogger usage state, the correction unit 43 calculates the total defogger usage period T3a as it is as the additional exclusion period T4a (= T3a) (step # 19). In addition, when the use mode of the defogger is the half-defogger use state, the correction unit 43 calculates the period of (1/2) of the half-defogger use period T3b as the additional exclusion period T4a (= T3b / 2). (Step # 20). And the correction | amendment part 43 updates the exclusion period T4 using the addition exclusion period T4a calculated by these step # 19 or # 20 (step # 21). Specifically, the correction unit 43 adds the additional exclusion period T4a calculated this time to the previously acquired exclusion period T4 to update the exclusion period T4.

  Thereafter, the evaluation value calculation unit 45 calculates the fuel-saving driving evaluation value V (step # 22). That is, the evaluation value calculation unit 45 calculates the fuel-saving driving evaluation value V by dividing the difference obtained by subtracting the exclusion period T4 from the air conditioner use period T2 by the usable period T1, as shown in the above equation (3). . Here, the value after the update in step # 11 is used for the usable period T1. On the other hand, for the air conditioner use period T2, the updated value is used when the update is performed in step # 13, and the previously acquired value is used when the update is not performed. Similarly, for the exclusion period T4, the updated value is used when the update in step # 21 is performed, and the previously acquired value is used when the update is not performed. Thus, the fuel-saving driving evaluation value V at each time point is calculated.

4). Other Embodiments (1) In the above embodiment, the case has been described in which the defogger usage ratio in the entire defogger usage state is “100%” and the defogger usage ratio in the half defogger usage state is “50%”. However, the embodiment of the present invention is not limited to this, and the defogger usage ratio of the usage mode of the defogger can be appropriately determined according to the usage status of the defogger in each usage mode. Therefore, for example, it is considered that about 20% of the use of the air conditioner 11 for passenger comfort is included even in the entire defogger use state, the defogger use ratio in the entire defogger use state is set to “80%”, and the half defogger It is also preferable to set the defogger usage rate in use to “40%”. Also, when there are three or more defogger usage modes, it is preferable that the defogger usage rate corresponding to each usage mode is determined as appropriate. Even in these cases, it is preferable that the correction unit 43 (correction unit 4) is configured to exclude the defogger use period T3 from the air conditioner use period T2 at a rate corresponding to the defogger use rate assigned to each use mode. In addition, even when there are a plurality of defogger usage modes, the defogger usage period T3 and the exclusion period T4 may be calculated with the defogger usage ratio uniform regardless of the usage mode.

(2) In the above embodiment, the configuration in which the correcting unit 43 corrects the fuel-saving driving evaluation value V by excluding the defogger usage period T3 from the air conditioner usage period T2 as the exclusion period T4 has been described as an example. However, the embodiment of the present invention is not limited to this, and the fuel-saving driving evaluation value V is set so as to suppress the fuel-saving driving evaluation from decreasing due to an increase in the air-conditioner use period T2 accompanying the use of the defogger. Various configurations for correction are included in the present invention. Therefore, for example, the defogger usage period T3 is not used as the exclusion period T4 as it is, but a period obtained by multiplying a predetermined correction coefficient Q (Q <1, for example, Q = 0.7, etc.) is used as the exclusion period T4. The configuration is also one of the preferred embodiments of the present invention. Such a configuration is also applicable to a configuration in which the defogger usage period T3 is excluded from the air conditioner usage period T2 at a rate corresponding to each of a plurality of usage modes of the defogger, as in the above embodiment. In this case, the exclusion period T4 is calculated by multiplying each of the defogger usage periods T3 set to a ratio corresponding to the defogger usage ratio by the correction coefficient Q. For example, the formula (1) in the above embodiment is as the following formula (5).
T4 = Q {T3a + T3b / 2} (5)

(3) In the above embodiment, the case where the defogging required period T5 is set to a certain period has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, the necessity determination unit 44 includes a mist level determination unit that determines the degree of fog generated on the vehicle window based on the vehicle environment information, and the defogging period T5 is determined by the mist level determination unit. It is also one preferred embodiment of the present invention to set the variable period according to the degree of fogging of the vehicle window. In this case, it is preferable to increase the defogging required period T5 as the degree of fogging of the vehicle window increases.

(4) In the above embodiment, when the necessity determining unit 44 determines that there is no need to use the defogger, the defogger usage period T3 included in the period in which it is determined that there is no need to use the defogger. As an example, a configuration has been described in which it is prohibited to be included in the exclusion period T4. However, the embodiment of the present invention is not limited to this. Therefore, for example, a configuration in which a part of the defogger usage period T3 included in the period determined to be unnecessary to use the defogger is prohibited from being included in the exclusion period T4 is also preferable. One of the forms. In this case, for example, a predetermined necessity correction coefficient N (N <1, for example, N = 0.3, etc.) is multiplied by the defogger usage period T3 included in the period when it is determined that it is not necessary to use the defogger. The period obtained in this way can be included in the exclusion period T4. In addition, it is naturally possible to adopt a configuration in which the defogger usage period T3 included in the period in which it is determined that there is no need to use the defogger is included in the exclusion period T4 as in the case where the defogger needs to be used. It is. In this case, it is preferable to appropriately output advice for urging to stop using the defogger, advice for urging to stop using the air conditioner 11, and the like.

(5) In the above embodiment, the necessity determining unit 44 uses the configuration in which the necessity determining unit 44 restricts correction by the correcting unit 43 when it is determined that there is no need to use the defogger. explained. However, the embodiment of the present invention is not limited to this. Therefore, for example, when the necessity determination unit 44 determines that there is no need to use the defogger, the correction unit 43 is preferably configured to limit correction of the fuel-saving driving evaluation value V by itself. In this case, the specific method for limiting the correction of the fuel-saving driving evaluation value V can be the same as that by the necessity determination unit 44 described above.

(6) In the above-described embodiment, the fuel-saving driving evaluation device 1 includes the necessity determination unit 44, and limits the correction of the fuel-saving driving evaluation value V by the correction unit 43 depending on whether or not there is a need to use a defogger. The configuration has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, it is also a preferred embodiment of the present invention that the fuel-saving driving evaluation device 1 is configured not to include the necessity determination unit 44. In this case, for example, all the defogger usage periods T3 can be included in the exclusion period T4 regardless of the necessity of using the defogger based on the vehicle environment information.

(7) In the above embodiment, the correction unit 43 performs the processing up to the calculation of the exclusion period T4, and calculates the fuel-saving driving evaluation value V corrected by the evaluation value calculation unit 45 using the exclusion period T4. The case of performing according to (3) has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, the evaluation value calculation unit 45 calculates the air-conditioner use ratio R (= T2 / T1) as the fuel-saving operation evaluation value V (V = R), and the correction unit 43 divides the exclusion period T4 by the usable period T1. The corrected value M (= T4 / T1) is calculated and the corrected value M is corrected by subtracting it from the fuel-saving driving evaluation value V (= R). One. In this case, the final fuel-saving driving evaluation value V ′ after correction is calculated by the following equation (6).
V '= VM = (T2 / T1)-(T4 / T1) (6)
Also in this case, the final fuel-saving driving evaluation value V ′ is calculated as the same value as in the above-described embodiment.

(8) In the above embodiment, the case where the air conditioner use period T2 is the period during which the compressor 12 is operating has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, setting the air conditioner use period T2 as a period during which the air conditioner 11 itself is operating (on state) is also a preferred embodiment of the present invention. In this case, in the air-conditioner use period T2, in addition to the period in which the compressor 12 is operating, the period in which the compressor 12 is stopped and heating using the exhaust heat of the engine, air blowing without air conditioning or the like is performed Is also included.

(9) In the above-described embodiment, the configuration in which the fuel-saving driving evaluation value V, the point information I1, the advice sentence information I2, and the like are uniformly determined according to a predetermined rule has been described as an example. However, the embodiment of the present invention is not limited to such a configuration, and a configuration in which these decision rules are changed according to various conditions is one of the preferred embodiments of the present invention. . For example, since the usage mode of the air conditioner 11 varies greatly depending on the temperature, humidity, and the like, a vehicle in which these fuel efficiency evaluation values V, point information I1, advice sentence information I2, etc. are determined by various sensors. It is preferable that the configuration is changed according to environmental information (in-vehicle humidity, in-vehicle temperature, outside temperature, etc.). In this case, for example, when the in-vehicle humidity and the in-vehicle temperature are high and there is a strong demand for using the air conditioner 11 (compressor 12), the use of the air conditioner 11 is similar to that in the case where the in-vehicle humidity and the in-vehicle temperature are low. Even if it exists, it is suitable if it is set as the structure which adjusts the said determination rule so that the evaluation regarding a fuel-saving driving | operation may become high.

(10) In the above embodiment, as the evaluation information I, the point information I1, the advice sentence information I2, the evaluation graph information I3, the rank information I4, and the class information I5 are acquired and output so that the user can know them. The case has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, it is also a preferred embodiment of the present invention that only a part of the information is obtained as the evaluation information I. Moreover, it is suitable also as a structure which acquires the various information showing the evaluation regarding the fuel-saving driving | operation evaluation value V other than these as the evaluation information I.

(11) The assignment of the functional units included in each of the fuel-saving driving evaluation device 1 and the centralized management server 70 described in the above embodiment is merely an example. Therefore, for example, except for the function unit that needs to be provided on the fuel-saving driving evaluation device 1 side, such as the own vehicle position information acquisition unit 22, each functional unit is connected to the fuel-saving driving evaluation device 1 and the centralized management server 70. You may prepare for either. Therefore, for example, a part or all of the configuration of the fuel-saving driving evaluation device 1 may be a configuration provided in the central management server 70 provided to be communicable with the in-vehicle terminal device. one of.

(12) In the above embodiment, the case where the fuel-saving driving evaluation device 1 according to the present invention is configured as an in-vehicle terminal device having a function as a navigation device has been described as an example. However, the embodiment of the present invention is not limited to this. Therefore, for example, configuring the fuel-saving driving evaluation device 1 according to the present invention as a control device or an in-vehicle terminal of the vehicle C that is irrelevant to the navigation device is also one preferred embodiment of the present invention.

  The present invention can be suitably used as a fuel-saving driving evaluation device and a fuel-saving driving evaluation program for performing fuel-saving driving evaluation based on the use status of a vehicle air conditioner.

1: Fuel saving driving evaluation device 2: Evaluation means 3: Defogger use determination means 4: Correction means 5: Environmental information acquisition means 6: Necessity determination means 7: Evaluation information acquisition means 11: Air conditioner (air conditioner)
12: Compressor 13: Air outlet selection operation unit 14: Defogger selection operation unit T1: Usable period T2: Air conditioner use period T3: Defogger use period T4: Exclusion period T5: Necessary period of fog removal V: Fuel saving operation evaluation value R: Air conditioner use ratio I: Evaluation information

Claims (7)

Air conditioner use that is the ratio of the air conditioner use period to the usable period when the period in which the air conditioner can be used is defined as the usable period and the period in which the air conditioner is in use is defined as the air conditioner use period. According to the ratio, the evaluation means for calculating the fuel-saving driving evaluation value so as to increase the evaluation regarding the fuel-saving driving as the air-conditioner usage ratio decreases,
Defogger use determining means for determining whether or not a defogger which is one of the functions of the air conditioner is in use;
When it is determined that the defogger is in use, correction means for correcting the fuel-saving driving evaluation value so as to suppress a decrease in the evaluation due to an increase in the air-conditioner use period associated with the use of the defogger;
Environmental information acquisition means for acquiring vehicle environment information including in-vehicle humidity, in-vehicle temperature, and outside temperature;
A necessity determination means for determining the necessity of using the defogger based on the vehicle environment information ,
A fuel-saving driving evaluation device that restricts correction by the correction unit when the necessity determination unit determines that there is no need to use the defogger . The necessity determination means determines that there is a possibility that fogging of the vehicle window will occur based on the vehicle environment information and that there is a possibility that fogging of the vehicle window will occur based on the vehicle environment information Even if the defogger is in use, the defogger needs to be used when the defogger use period that has been set as the period necessary for removing the fog on the vehicle window has passed. fuel-saving driving rating device according to claim 1 determines that there is no. 3. The fuel-saving driving evaluation apparatus according to claim 1, wherein the correction unit excludes the use period of the defogger from the use period of the air conditioner at a rate according to a use mode of the defogger. The defogger use determining means is based on the operation of one or both of the outlet selection operation unit for selecting the outlet of the air conditioner and the defogger selection operation unit for selecting the operation state of the defogger. The fuel-saving driving evaluation apparatus according to any one of claims 1 to 3 , wherein it is determined whether or not the defogger is in use. The fuel-saving driving evaluation apparatus according to any one of claims 1 to 4 , wherein the air conditioner use period is a period during which the air conditioner compressor is operating. Further comprising evaluation information acquisition means for acquiring evaluation information based on the fuel-saving driving evaluation value;
The evaluation information acquisition means is a point that is given according to the fuel-saving driving evaluation value, an advice sentence with content according to the fuel-saving driving evaluation value, and a graph display that visually represents the fuel-saving driving evaluation value, The fuel-saving driving evaluation apparatus according to any one of claims 1 to 5 , wherein at least one piece of information is acquired as the evaluation information. Air conditioner use that is the ratio of the air conditioner use period to the usable period when the period in which the air conditioner can be used is defined as the usable period and the period in which the air conditioner is in use is defined as the air conditioner use period. According to the ratio, an evaluation function for calculating the fuel-saving driving evaluation value so that the evaluation regarding the fuel-saving driving becomes higher as the air-conditioner usage ratio decreases,
A defogger use determination function for determining whether a defogger which is one of the functions of the air conditioner is in use;
When it is determined that the defogger is in use, a correction function that corrects the fuel-saving driving evaluation value so as to suppress a decrease in the evaluation due to an increase in the air conditioner use period accompanying the use of the defogger;
An environment information acquisition function for acquiring vehicle environment information including the inside humidity, the inside temperature, and the outside temperature;
A necessity determination function for determining the necessity of using the defogger based on the vehicle environment information;
When it is determined by the necessity determining means that it is not necessary to use the defogger, a function for limiting correction by the correcting means;
A fuel-saving driving evaluation program for realizing a computer.

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