JP5530395B2 - Driving evaluation device - Google Patents

Description

  The present invention relates to a driving evaluation apparatus that evaluates the driving operation (running) of the driver at the end of driving to encourage fuel-saving driving (eco-driving).

  To respond to the growing interest of drivers in fuel-saving driving (eco-driving), even during driving, fuel consumption at the moment of driving on the monitor (instant fuel consumption), and one-section driving from engine start to stop There is known a display device that calculates and displays the average fuel consumption.

  Recently, there is also known a technique for evaluating the driver's driving by monitoring the driver's accelerator operation, brake operation, steering operation, and the like during traveling. For example, Patent Document 1 (Japanese Patent Laid-Open No. 2010-39138) discloses a technique for performing driving evaluation at the end of driving of a vehicle and outputting a message corresponding to the evaluation result and an evaluation value to a display device or a speaker. Yes.

JP 2010-39138 A

  However, since the technology disclosed in the above-mentioned document does not clearly indicate what caused the fuel efficiency to improve or the fuel efficiency has deteriorated, the driver cannot grasp the factor instantaneously. .

  In addition, it is not clear what kind of driving has resulted in better fuel efficiency, and the driver will confirm by reproducing the previous driving, which is better for the driver. It is impossible to instantly understand the driving method to become, and there is a problem that it is inconvenient.

  Furthermore, even when the fuel efficiency is deteriorated due to the non-noro driving due to a long traffic jam, there is an inconvenience that the fuel efficiency is uniformly judged. In addition, there is a disadvantage that the fuel efficiency is evaluated even when the travel distance (section travel distance) of the section travel is extremely short, such as the movement of a parking space in the shopping center.

  The present invention has been made in view of the above circumstances, and an object thereof is to provide a driving evaluation apparatus capable of evaluating a driver's driving operation and realizing accurate and detailed advice to the driver with simple components. And

The driving evaluation apparatus according to the present invention includes an evaluation comment notifying unit that notifies an evaluation comment on a driver's driving at the end of driving, a vehicle behavior detecting unit that detects a vehicle behavior, and the vehicle behavior detected by the vehicle behavior detecting unit. Driving phase classification means for classifying by driving phase, and driving phases classified by the driving phase classification means are multiplied by acceleration by a conversion acceleration coefficient that increases corresponding to an increase in vehicle speed, and the actual acceleration increases as the vehicle speed increases. The evaluation means for evaluating based on the converted acceleration converted to be larger, the storage means for storing the evaluation comment corresponding to the combination of evaluation for each driving phase, and the evaluation evaluated by the evaluation means Evaluation comment data stored in the storage means is extracted based on a combination of evaluations of each driving phase, and the And an evaluation comment extraction means for outputting to the valence comment notification means.

According to the present invention, the classifying operation phase by the vehicle behavior, and evaluates the individual operating phases, in the evaluation items of that, the comparative value of the reference fuel and interval fuel consumption, identifies the cell of the comment matrix table Since it did in this way, a cell can be set finely and the accurate and fine advice with respect to a driver | operator can be memorize | stored in each cell as an evaluation comment. Moreover, since only the cells of the comment matrix table are specified, the constituent elements can be simplified.

Basic configuration diagram of driving evaluation system Flow chart showing operation routine at start of operation Flow chart showing 20 (ms) timer processing routine A flowchart showing a 200 (ms) timer processing routine Flowchart showing acceleration calculation processing subroutine Flow chart showing operation phase determination processing subroutine A flowchart showing an accelerator-on-time count processing subroutine Flow chart showing 1000 (ms) timer processing routine Flow chart showing the operation end processing routine Flowchart showing the comment matrix row axis determination processing subroutine Flow chart showing acceleration evaluation determination processing subroutine Flow chart showing cruise evaluation determination processing subroutine Flowchart showing deceleration evaluation determination processing subroutine (A) is a time chart showing changes in vehicle speed, (b) is a time chart showing changes in acceleration, and (c) is a time chart showing changes in accelerator opening. The time change in one acceleration phase is shown, (a) is a time chart showing vehicle speed change, (b) is a time chart showing conversion acceleration change, and (c) is a time chart showing accelerator opening change. The time change in acceleration 2 phase is shown, (a) is a time chart showing vehicle speed change, (b) is a time chart showing conversion acceleration change, (c) is a time chart showing accelerator opening change. (A) is a time chart showing changes in vehicle speed, (b) is a time chart showing changes in converted acceleration, and (c) is a time chart showing changes in accelerator opening. FIG. 4A shows a time change in a deceleration phase, FIG. 3A is a time chart showing a change in vehicle speed, FIG. 2B is a time chart showing a change in acceleration, and FIG. 2C is a time chart showing a change in accelerator opening; Conceptual diagram of acceleration conversion coefficient table (A) is a conceptual diagram of a section fuel consumption determination map, (b) is a conceptual diagram of a section travel distance determination table, (c) is a conceptual diagram of a trip section fuel efficiency improvement value table, Illustration of comment matrix table

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Reference numeral 1 in FIG. 1 denotes a driving evaluation apparatus, which includes an arithmetic control unit 2 configured mainly with a microcomputer, and a monitor 3 as an evaluation comment notification unit that displays information to be notified to the driver as an image. Yes.

  The arithmetic control unit 2 has, as its function unit, a driving state detection unit 2a that detects the driving state of the vehicle based on signals from various sensors and switches (not shown), and fuel consumption in one-section travel from engine start to stop. (Section fuel efficiency) is evaluated, and the evaluation comment generator 2b and the evaluation comment generator 2b generate an evaluation comment on the driving of the driver based on the fuel efficiency evaluation and the driving operation (driving method) of the driver. A display control unit 2c that generates and controls the image signal of the evaluation comment and displays the image signal on the monitor 3 is provided. In a vehicle equipped with a car navigation device, an MFD (Multi Function Display) may be used as the monitor 3.

  In the present embodiment, when the engine is stopped, an evaluation comment in the one-section traveling is displayed on the monitor 3, and the driver is more accurate with respect to eco-driving (fuel-saving driving) based on the driver's driving in the current section traveling. And give detailed advice. In this embodiment, the evaluation comment displayed on the monitor 3 is written in text. However, the evaluation comment may be a visual recognition such as a figure or a combination with sound.

  The driving evaluation comment processed by the evaluation comment generating unit 2b is specifically executed according to the flowcharts shown in FIGS.

  When the driver turns on the ignition switch, first, the operation start time processing routine shown in FIG. 1 is started only once, and the 20 (ms) timer processing routine shown in FIG. The 200 (ms) timer processing routine shown in FIG. 4 and the 1000 (ms) timer processing routine shown in FIG. 8 are started every calculation cycle. Further, when the engine is stopped, the operation end processing routine shown in FIG. 9 is started only once.

[Processing at start of operation]
When the driver turns on the ignition switch, the operation start time processing routine shown in FIG. 2 is started only once. In this routine, a comment at the start of operation is displayed on the monitor. First, in step S1, one comment is randomly selected from a plurality of comments at the start of operation stored in advance in the ROM, and in step S2. The selected comment is output and displayed on the monitor 3, and the routine is terminated.

  In this embodiment, precautions such as an accelerator and brake operation method and attitude regarding eco-driving are set as comments at the start of driving. In this case, data at the end of the previous operation (for example, section fuel consumption) may be displayed on the monitor 3.

[20 (ms) timer processing]
When the 20 (ms) timer processing routine shown in FIG. 3 is started, first, in step 11, the driving state of the vehicle (vehicle speed, engine speed, fuel consumption (fuel injection amount)), accelerator detected by the driving state detection unit 2a. Read the data (operation state detection data) that detected the opening, throttle opening, etc.).

In step S12, a trip data calculation process is executed to exit the routine. In this trip data calculation process, first, the trip travel distance (operating period) during one trip (period from resetting the trip meter once to resetting it again) until the previous operation stored in the non-volatile memory. Load trip trip distance at start) TripInitDist [Km] and trip section fuel consumption (trip section fuel consumption at start of operation) TripInitFc [Km / L], which is the fuel consumption in trip section travel from trip meter measurement to engine stop, Based on these, the trip fuel consumption at the start of operation (trip fuel consumption at the start of operation) TripInitFuel [cc] is calculated from the following equation.
TripInitFuel ← TripInitDist / 1000 / TripInitFc (1)

Also, based on the vehicle speed Vel [Km / h] detected by the vehicle speed sensor, the instantaneous travel distance (Vel / 3600) · 0.02 [Km] for each calculation cycle is calculated, and the section travel distance SctDist until the previous calculation is calculated. (t-1) is added to calculate the current section travel distance SctDist (t). The section travel distance SctDist (t-1) at the start of operation is 0 [Km].
SctDist (t) ← SctDist (t-1) + (Vel / 3600) ・ 0.02 (2)
Here, (t) indicates a value obtained at the time of the current calculation, and (t−1) indicates a value obtained at the time of the previous calculation.

Further, the fuel consumption amount Fuel [cc / ms] calculated by the engine control device (not shown) is read, and based on this fuel consumption amount Fuel, the instantaneous fuel consumption amount Fuel · 0.02 [cc ], And the current section fuel consumption SctFuel (t) is calculated by adding the section fuel consumption SctFuel (t-1) calculated at the previous calculation.
SctFuel (t) ← SctFuel (t-1) + Fuel ・ 0.02 (3)

Then, the section fuel consumption SctFc (t) [Km / L] is calculated based on the section travel distance SctDist (t) and the section fuel consumption SctFuel (t). This process corresponds to the section fuel consumption calculating means of the present invention.
SctFc (t) ← SctDist (t) ・ 1000 / SctFuel (t) (4)

Thereafter, the current trip travel distance (current trip travel distance) TripDist (t) [Km] is calculated by adding the current travel distance SctDist (t) to the trip travel distance TripInitDist at the start of operation.
TripDist (t) ← TripInitDist + SctDist (t) (5)

Also, the current trip fuel consumption (current trip fuel consumption) TripFuel (t) [cc] is added to the trip fuel consumption TripInitFuel obtained at the start of operation by adding the section fuel consumption SctFuel (t) obtained this time. calculate.
TripFuel ← TripInitFuel + TripInitFuel (t) (6)

Based on the current trip mileage TripDist (t) and the current trip fuel consumption TripFuel (t), the current trip section fuel consumption (current trip section fuel consumption) TripFc (t) [Km / L] is Calculate from The processing here corresponds to the trip section fuel consumption calculation means of the present invention.
TripFc (t) ← TripDist (t) ・ 1000 / TripFuel (t) (7)

  At the end of driving, the latest trip trip distance TripDist (t) and the current trip section fuel consumption TripFc (t) are stored in the nonvolatile memory and the trip start trip distance TripInitDist is stored in the nonvolatile memory. The hour trip section fuel consumption TripInitFc is updated.

[200 (ms) timer processing]
When the 200 (ms) timer processing routine shown in FIG. 4 is started, first, acceleration calculation processing is executed in step S21. This acceleration calculation processing is executed according to the acceleration calculation processing subroutine shown in FIG.

  In this subroutine, first, in step S31, the vehicle speed Vel detected by the vehicle speed sensor is read. In step S32, the vehicle speed Vel is compared with a very low speed determination vehicle speed value Vel (for example, 2.0 to 5.0 [Km / h]). In the case of ≦ Vell, it is determined that the vehicle speed Vel cannot be stably measured, the process proceeds to step S33, the acceleration Ax is cleared (Ax ← 0), and the process proceeds to step S22 in FIG. On the other hand, if Vel> Vell, the process proceeds to step S34, the vehicle speed Vel is time-differentiated to calculate the acceleration Ax [G], and the process proceeds to step S22 in FIG. When the acceleration Ax is a positive value, it represents an acceleration state, and when it is a negative value, it represents a deceleration state.

  Thereafter, when the process proceeds to step S22 in FIG. 4, an operation phase determination process is executed. In the driving phase determination process, the vehicle speed Vel, the acceleration Ax, and the accelerator opening sensor that detects the amount of depression of the accelerator pedal, the accelerator opening Acc [%] detected by the vehicle behavior detecting means such as the vehicle behavior detected by the vehicle behavior detection means Classify vehicle behavior (acceleration) by driving phase (driving stage) (acceleration 1, acceleration 2, cruise, deceleration, etc.). Note that the processing in this step corresponds to the operation phase classification means of the present invention.

  This operation phase determination process is executed according to an operation phase determination process subroutine shown in FIG. In this subroutine, first, in step S41, an accelerator on-time counting process is executed. This accelerator-on-time counting process is executed according to an accelerator-on-time counting process subroutine shown in FIG.

  In this subroutine, first, in step S61, the vehicle speed Vel and the accelerator openings Acc (t-1) and Acc (t) read in the previous and current calculations are read to determine whether to start acceleration. The vehicle speed Vel is less than the acceleration determination reset speed threshold, that is, a constant 1 (for example, 20 to 35 [Km / h]) for determining the start (Vel <constant 1), and Acc (t−1 ) = 0 and Acc (t)> 0, it is determined that acceleration is started, and the process proceeds to step S62. If Vel ≧ constant 1, or Acc (t−1) ≠ 0 or Acc (t) ≦ 0, the process jumps to step S63.

  In step S62, the accelerator on-time count start flag iAccFlg is set (iAccFlg ← 1), and the process proceeds to step S63. In step S63, the value of the accelerator on time count start flag iAccFlg and the accelerator opening Acc (t) are read. If iAccFlg = 1 and Acc (t)> 0, it is determined that the vehicle is accelerating, and the process proceeds to step S64. move on. If iAccFlg = 0 or Acc (t) ≦ 0, the process branches to step S65.

  In step S64, the count value AccOnTime of the accelerator on-time counter is incremented (AccOnTime ← AccOnTime + 0.02), and the process proceeds to step S42 in FIG. In step S65, both the count value AccOnTime of the accelerator on time counter and the value of the accelerator on time count start flag iAccFlg are cleared (AccOnTime ← 0, iAccFlg ← 0), and the process proceeds to step S42 in FIG. .

  When the process proceeds to step S42 in FIG. 6, the converted acceleration coefficient table shown in FIG. 19 is referred to based on the vehicle speed Vel, or the converted acceleration coefficient KAx is set by calculation, and the converted acceleration coefficient KAx is multiplied by the acceleration Ax. Then, set the converted acceleration AxConv (AxConv ← Ax ・ KAx).

  In acceleration / deceleration on the low speed side including start acceleration, the speed ratio (gear ratio) of the transmission is set on the low speed side, so that the driver's accelerator operation can be reflected in actual acceleration / deceleration. On the other hand, on the high speed side, the transmission gear ratio (gear ratio) is set to the high speed side, and the engine load increases, resulting in a difference between the driver's accelerator operation and actual acceleration / deceleration. For this reason, the acceleration Ax is set to 120 to 180 [%] on the high speed side (for example, 100 [Km / h]) so that the acceleration of the bodily sensation can be matched with the actual acceleration and the evaluation of the running method can be performed on a constant basis. The converted acceleration AxConv is set, and the acceleration Ax on the high speed side is converted to the actual acceleration by the converted acceleration AxConv.

  The converted acceleration coefficient KAx stored in the converted acceleration coefficient table is a constant acceleration coefficient KAx when the vehicle speed Vel = 0 [Km / h] is a constant 7 (for example, 0.8 to 1.1), and the vehicle speed Vel = 100 [Km / h]. The conversion acceleration coefficient KAx is set to a constant 8 (for example, 1.5 to 1.8), and is set to a proportional constant having a predetermined slope connecting the constant 7 and the constant 8.

  Therefore, the converted acceleration coefficient KAx can be obtained by calculation from the following equation.

KAx = Constant 7 + Vel / 100 · (Constant 8−Constant 7) (8)
Thereafter, the process proceeds to step S43. In steps S43 to S46, the driving phase is examined based on the count value AccOnTime of the accelerator on time counter, the converted acceleration AxConv, the accelerator opening Acc, the vehicle speed Vel, and the acceleration Ax.

  That is, in step S43, the count value AccOnTime of the accelerator on-time counter, the constant 2 (for example, 1 to 2 [S]) that is the determination threshold value of the acceleration determination accelerator-on start time, and the acceleration determination interval time threshold value Is compared with a constant 3 (for example, 3 to 5 [S], where constant 3> constant 2), and whether or not the converted acceleration AxConv is detected (AxConv> 0) is checked.

  If constant 3 ≧ AccOnTime ≧ constant 2 and AxConv> 0 (the area indicated by hatching in FIG. 15), it is determined that the acceleration is in an initial state excluding start, and the process proceeds to step S47, where the current operation phase is Are classified into the “acceleration 1” phase (operation phase ← “acceleration 1”), and the process proceeds to step S23 in FIG. Therefore, in the “acceleration 1” phase, after the accelerator is turned on that is less than the constant 1 (Acc> 0), the initial acceleration only between the constant 2 and the constant 3 during the depression of the accelerator pedal is targeted.

  In step S44, the accelerator opening Acc is detected (Acc> 0), the vehicle speed Vel is a constant 1 or more, and the converted acceleration AxConv is a cruise determination acceleration threshold value 5 (for example, 0.02 to 0.06 [G]). Is exceeded (region indicated by hatching in FIG. 16), the process proceeds to step S48, the operation phase is classified into the “acceleration 2” phase (operation phase ← “acceleration 2”), and step S23 in FIG. 4 is performed. Proceed to The “acceleration 2” phase is a region where the accelerator opening Acc is detected (Acc> 0), while in the “acceleration 1” phase, the accelerator opening Acc is not subject to determination, and accordingly, the driver Even if the accelerator pedal is released, it is the target of setting. When the vehicle speed Vel is less than the constant 1 and the count value AccOnTime of the accelerator on-time counter is less than the constant 2, it is determined that the vehicle is started and is excluded from the acceleration phase. The initial acceleration is an area that is accelerated or decelerated in response to the driver's accelerator operation, and it is easy for variations to occur. By excluding from evaluation evaluation, more accurate evaluation can be performed.

  In step S45, the vehicle speed Vel is compared with the cruise determination speed threshold value 4 (for example, 30 to 40 [Km / h]), and the converted acceleration AxConv is constant 5 and the cruise determination deceleration threshold. The value is compared with a constant 6 (for example, 0.008 to 0.01 [G], where constant 6 <constant 5).

  If Vel> constant 4 and constant 5 ≧ AxConv ≧ constant 6 (area shown by hatching in FIG. 17), it is determined that the cruise operation is performed, the process proceeds to step S49, and the operation phase is classified into the “cruise” phase. (Operation phase ← “cruising”), the process proceeds to step S23 in FIG.

  In step S46, the vehicle speed Vel is equal to or higher than the stop determination vehicle speed (5.0 [Km / h] in the present embodiment), the accelerator opening Acc is not stepped on (Acc = 0), and the acceleration Ax is a negative value. In the case of (Ax <0) (area shown by hatching in FIG. 18), it is determined that the vehicle is decelerating, and the process proceeds to step S50, and the operation phase is classified into the “deceleration” phase (operation phase ← “deceleration”). Proceed to step S23. If none of the steps S43 to S46 correspond, the process proceeds to step S51, the operation phase is classified as “others”, and the process proceeds to step S23 in FIG.

  As a result, as shown in FIG. 14, the driving phase is “acceleration (1, 2)”, “cruising”, “deceleration”, “other” based on the vehicle speed Vel, acceleration Ax, AxConv, and accelerator opening Acc. It is classified into one of 4 phases.

  Then, when proceeding to step S23 in FIG. 4, acceleration phase acceleration statistical processing is executed, acceleration phase average acceleration AccAxAve [G] is calculated, and the routine is exited.

This acceleration phase acceleration statistical processing is executed when the driving phase is classified into “acceleration 1” and “acceleration 2”. When driving a vehicle, the acceleration is relatively small when the vehicle speed is high compared to when the vehicle speed is low. Therefore, if the average acceleration is calculated based on the actual acceleration Ax, how to run on the low speed side and the high speed side Variations in the evaluation will occur. Therefore, when the driving phase is classified as “acceleration 1” or “acceleration 2”, the average acceleration AccAxAve [G] during the acceleration phase is added to the integrated value AccAxBuf of the converted acceleration AxConv considering the vehicle speed Vel and the sample count It is obtained from the value AccAxCnt, and the determination criteria for the acceleration on the high speed side and the acceleration on the low speed side are made the same, so that the variation in the average acceleration during the acceleration phase is eliminated.
AccAxBuf (t) ← AccAxBuf (t-1) + AxConv (9)
AccAxCnt (t) ← AccAxCnt (t-1) +1 (10)
AccAxAve ← AccAxBuf (t) / AccAxCnt (t) (11)

[1000 (ms) timer processing]
When the 1000 (ms) timer processing routine shown in FIG. 8 is started, cruise phase acceleration statistical processing is first executed in step S71.

This cruise phase acceleration statistical processing is executed when the motion phase is classified as “cruising” in the above-described 200 (ms) timer processing routine, and the cruise phase average acceleration CrsAxAve [G] is calculated from the following equation. . In this case as well, for the same reason as described above, the acceleration is converted using the converted acceleration AxConv, and the determination criteria for the high speed side acceleration and the low speed side acceleration are made the same, so that variations in the average acceleration during the cruise phase are eliminated. Yes.
CrsAxBuf (t) ← CrsAxBuf (t-1) + AxConv (12)
CrsAxCnt (t) ← CrsAxCnt (t-1) +1 (13)
CrsAxAve ← CrsAxBuf (t) / AccAxCnt (t) (14)

Thereafter, the process proceeds to step S72, the deceleration phase acceleration statistical process is executed, and the routine is exited. This deceleration phase acceleration statistical processing is executed when the motion phase is classified as “deceleration” in the above-described 200 (ms) timer processing routine, and the average acceleration BrkAxAve [G] during the deceleration phase is calculated from the following equation. .
BrkAxBuf (t) ← BrkAxBuf (t-1) + Ax (15)
BrkAxCnt (t) ← BrkAxCnt (t-1) +1 (16)
BrkAxAve ← BrkAxBuf (t) / BrkAxCnt (t) (17)

[Processing at the end of operation]
When the driver turns off the ignition switch to stop the engine, the self-shut timer operates and the operation end time processing routine shown in FIG. 9 starts during the self-shut off time.

  In this routine, first, in step S81, a comment matrix row axis determination process is executed. This comment matrix row axis determination process specifies the row axis of the comment matrix table (see FIG. 21, details will be described later). This row axis shows the fuel consumption evaluation exclusion items of the section travel distance (N determination), the section average speed (L determination), the section fuel consumption (α determination), the trip average fuel efficiency improvement value (β determination), the reference fuel efficiency and the section fuel consumption. Are compared with each item of the fuel efficiency evaluation region (S to C determination) in which the fuel efficiency is evaluated.

  This comment matrix row axis determination processing is executed according to the comment matrix row axis determination processing subroutine shown in FIG.

  In this subroutine, first, in step S91, the section travel distance SctDist (t) at the end of the operation and a constant 14 (for example, 0.5 to 1.6 [ Km]). The constant 14 (travel axis threshold value for determining the row axis N) is for determining a short-distance travel distance such as a so-called short ride where the driver travels a short distance and turns off the engine.

  When SctDist (t) ≦ constant 14, it is determined that the ride is a little, and the process proceeds to step S100, the comment matrix row axis “L” (see FIG. 20B) is selected, and the process proceeds to step S82 in FIG. move on. Further, when SctDist (t)> constant 14, the process proceeds to step S92, and the second average speed threshold value for determining the section average speed SctVelAve (t) and the time of traffic jam that repeats stop and non-noro operation, etc. A constant 15 (for example, 1 to 2 [Km / h]) as a set value is compared.

  When SctVelAve (t) ≦ constant 15, the process proceeds to step S101, the comment matrix row axis “N” (see FIG. 20A) is selected, and the process proceeds to step S82 in FIG. When SctVelAve (t)> constant 15, the process proceeds to step S93 to determine the fuel efficiency SctFc (t) and the fuel efficiency that is extremely good than usual, such as traveling on a long downhill or strong tailwind. A constant 16 (for example, 15 to 25 [Km / L]) as a first reference value indicating a threshold value is compared.

  If SctFc (t) ≧ constant 16, the process proceeds to step S102, the comment matrix row axis “α” is selected, and the process proceeds to step S82 in FIG. If SctFc (t) <constant 16, the process proceeds to step S94, where the trip section fuel efficiency improvement value is obtained from the difference between the trip start section fuel efficiency TripInitFc and the current trip section fuel efficiency TripFc (t). A constant 17 (for example, 0.5 to 1.5 [Km / L]) that is a trip section fuel efficiency improvement threshold value as a third reference value for determining whether or not the fuel efficiency improvement value and the trip section fuel efficiency have improved Compare

  When TripInitFc−TripFc (t) ≧ constant 17, it is determined that the trip section fuel consumption has decreased or has not changed, and the process proceeds to step S95. If TripInitFc-TripFc (t) <constant 17, it is determined that the trip section fuel efficiency has improved, and the process branches to step S96.

  In step S95, the section fuel consumption SctFc (t) is compared with the constant 18 as the second reference value. This constant 18 is obtained by setting the section fuel efficiency that is normally obtained as the section fuel consumption determination threshold, and is set to about 10 to 15 [Km / h], for example. If SctFc (t) ≧ constant 18, the process proceeds to step S103, the comment matrix row axis “β” (see FIG. 20C) is selected, and the process proceeds to step S82 in FIG. If SctFc (t) <constant 18, the process branches to step S96.

  Then, when branching from step S94 or step S95 to step S96, the reference fuel efficiency table StdFc (t) is obtained by linear interpolation calculation with reference to the section fuel efficiency table based on the current section average vehicle speed.

  The reference fuel consumption StdFc (t) is a fuel consumption obtained when the vehicle travels on a general road at an average vehicle speed equivalent to the average flow, and is set in advance by experiments. FIG. 20A shows the concept of the reference fuel consumption table. As shown in the figure, the reference fuel consumption StdFc has a mountain-shaped characteristic that peaks at the section average vehicle speed (for example, 40 to 60 [km / h]) during normal driving.

  Thereafter, the process proceeds to step S97. In steps S97 to S99, the section fuel consumption SctFc (t) is compared with the reference fuel consumption StdFc (t), and the section fuel consumption SctFc (t) at the time of the current driving is compared with the reference fuel consumption StdFc (t ) To determine the rank. As shown in FIG. 20 (a), the zone fuel efficiency rank is defined as “A” rank for an area that falls within a certain range centered on the standard fuel efficiency StdFc (t), “S” rank for the area above it, ", Rank below this" B "rank is classified as" C "rank, and section fuel efficiency SctFc (t) is evaluated.

  That is, in step S97, a comparison value (hereinafter referred to as “fuel ratio”) between the section fuel efficiency SctFc (t) and the reference fuel efficiency StdFc (t) SctFc (t) / StdFc (t) and “S” rank are determined. Compared with the constant 19 which is a threshold value, if SctFc (t) / StdFc (t) ≧ constant 19, the process proceeds to step S104, and the “S” item on the comment matrix row axis is selected, and FIG. Proceed to step S82.

  If SctFc (t) / StdFc (t) <constant 19, the process branches to step S98, where the fuel efficiency ratio SctFc (t) / StdFc (t) and a constant that is a threshold value for determining the “A” rank. 20 is compared. If SctFc (t) / StdFc (t) ≧ constant 20, the process proceeds to step S105, the “A” item on the comment matrix row axis is selected, and the process proceeds to step S82 in FIG. If SctFc (t) / StdFc (t) <constant 20, the process branches to step S99.

  In step S99, the fuel consumption ratio SctFc (t) / StdFc (t) is compared with a constant 21 which is a threshold value for determining the B rank. If SctFc (t) / StdFc (t) ≧ constant 21, the process proceeds to step S106, the item “B” on the comment matrix row axis is selected, and the process proceeds to step S82 in FIG. If SctFc (t) / StdFc (t) <constant 21, the process proceeds to step S107, the item “C” on the comment matrix row axis is selected, and the process proceeds to step S82 in FIG.

  Then, when the process proceeds to step S82 in FIG. 9, a comment matrix column axis determination process is executed. Note that the processing in this step corresponds to the evaluation means of the present invention.

  In this comment matrix column axis determination processing, acceleration evaluation, cruise evaluation, and deceleration evaluation are performed on the driving of the driving vehicle. The acceleration evaluation determination processing subroutine shown in FIG. 11 and the cruise evaluation determination processing subroutine shown in FIG. And a deceleration evaluation determination processing subroutine shown in FIG.

  In the acceleration evaluation determination processing subroutine shown in FIG. 11, in steps S111 and S112, an average acceleration AccAxAve during acceleration phase and a constant 9 (for example, 0.08 to 0.1 [G]) that is a threshold value for determining the acceleration rank “good”, And a constant 10 (for example, 0.11 to 0.14 [G]) that is a threshold value for determining the acceleration rank “normal”, and the driving operation during acceleration this time is “good (good)”, “normal”, “bad” Are classified into three items.

  That is, first, in step S111, the average acceleration AccAxAve during acceleration phase is compared with the constant 9, and if AccAxAve ≦ constant 9, the process proceeds to step S113, and “good” of acceleration evaluation is selected, and the process proceeds to step S116. If AccAxAve> constant 9, the process branches to step S112 to compare the acceleration acceleration average acceleration AccAxAve with the constant 10.

  If AccAxAve ≦ constant 10, the process proceeds to step S114, “normal” for acceleration evaluation is selected, and the process proceeds to step S116. If AccAxAve> constant 10, the process branches to step S115, selects “bad” in the acceleration evaluation, and proceeds to step S116.

  When proceeding to step S116, it is checked whether or not the sample count value AccAxCnt of the converted acceleration AxConv has reached the set number of times (in this embodiment, 100 times). If AccAxCnt ≦ 100, the number of samples for evaluating the driving operation is small. Then, it is determined that the evaluation cannot be performed with high accuracy, and the process proceeds to step S117, where the current acceleration evaluation is forcibly set to “normal”, and the process proceeds to step S83 in FIG. If AccAxCnt> 100, the process proceeds to step S83 in FIG.

  In the cruise evaluation determination processing subroutine shown in FIG. 12, in step S121 and S122, a cruise phase average acceleration CrsAxAve and a constant 11 (for example, 0.001 to 0.015 [G]) that are threshold values for determining the cruise rank “good”. ) And a constant 12 (for example, 0.002 to 0.025 [G]) which is a threshold value for determining the cruise rank “normal”, and the driving operation during this cruise is “good”, “normal”, “bad” It is classified into three items.

  That is, in step S121, the average acceleration CrsAxAve in the cruise phase is compared with the constant 11. If CrsAxAve ≦ constant 11, the process proceeds to step S123, and “good” is selected for cruise evaluation, and the process proceeds to step S126. If CrsAxAve> constant 11, the process branches to step S122, and the cruise phase average acceleration CrsAxAve and the constant 12 are compared.

  If CrsAxAve ≦ constant 12, the process proceeds to step S124, “normal” for cruise evaluation is selected, and the process proceeds to step S126. If CrsAxAve> constant 12, the process branches to step S125, selects “bad” for cruise evaluation, and proceeds to step S126.

  When the process proceeds to step S126, it is checked whether or not the sample count value CrsAxCnt of the converted acceleration AxConv has reached the set number of times (100 in this embodiment). If CrsAxCnt ≦ 100, the number of samples for evaluating the driving operation is small. Then, it is determined that the evaluation cannot be performed with high accuracy, and the process proceeds to step S127, and the current cruise evaluation is forcibly set to “normal”, and the process proceeds to step S83 in FIG. If CrsAxCnt> 100, the process proceeds to step S83 in FIG.

  In the deceleration evaluation determination processing subroutine shown in FIG. 13, in step S131, the average acceleration BrkAxAve during the deceleration phase and a constant 13 (eg, 0.05 to 0.07 [G]) that is a threshold value for determining the deceleration rank “good” are set. In comparison, the current deceleration operation is classified into two items, “good” and “normal”.

  If it is determined in step S131 that BrkAxAve ≦ constant 13, the process proceeds to step S132, “good” for deceleration evaluation is selected, and the process proceeds to step S134. If BrkAxAve> constant 13, the process branches to step S133, selects "normal" for deceleration evaluation, and proceeds to step S134.

  When the process proceeds to step S134, it is checked whether or not the sample count value BrkAxCnt of the acceleration Ax has reached the set number of times (in this embodiment, 100 times). If BrkAxCnt ≦ 100, the number of samples for evaluating the driving operation is small. It is determined that the evaluation cannot be performed with high accuracy, the process proceeds to step S135, and the current deceleration evaluation is forcibly set to “normal”, and the process proceeds to step S83 in FIG. If BrkAxCnt> 100, the process directly proceeds to step S83 in FIG.

  Thereafter, when the process proceeds to step S83 in FIG. 9, a comment selection process at the end of operation is executed. In the comment selection process at the end of operation, the comment matrix table (see FIG. 21) stored in advance in a storage means such as a ROM is referred to, and the items (N, L, α, β) selected in the comment matrix row axis determination process are referred to. , S, A, B, C), the row axis is determined, and each acceleration evaluation (“good (G)”, “normal (N)”, “bad” (B) classified by the comment matrix column axis determination processing is determined. )), Cruise evaluation (“good (G)” “normal (N)”, “bad” (B) ”), deceleration evaluation (“ good (G) ”“ normal (N) ”) To decide. Therefore, this processing corresponds to the comment matrix row axis determining means and the comment matrix column axis determining means of the present invention.

  Then, based on the determined row axis and column axis, a cell in the comment matrix table is specified, evaluation comment data stored in this cell is extracted, and in step S84, the extracted evaluation comment data is displayed. The data is output to the control unit 2c, converted into character data by the display control unit 2c, and displayed on the monitor 3. This process corresponds to the evaluation comment extracting means of the present invention.

  Here, FIG. 21 shows a list of the comment matrix table. In this comment matrix table, the column axes are in the order of acceleration evaluation, cruise evaluation, and deceleration evaluation. For acceleration evaluation and cruise evaluation, “good (G)”, “normal (N)”, “bad (B ) ”And only“ Good (G) ”and“ Normal (N) ”are evaluated in the deceleration evaluation. Therefore, there are 18 combinations of column axes. In FIG. 21, for convenience, combinations of column axis items are represented by evaluation initials (any of G, N, and B) in the order of acceleration evaluation, cruise evaluation, and deceleration evaluation.

  On the other hand, eight items are set for the row axis. Accordingly, the total number of cells is 18 × 8, and evaluation comments for the driver can be set in detail.

  For example, when the cell T (A, 10) with the row axis classification “A” and the column axis classification “10 (B, G, N)” is selected, the driving operation is improved in the acceleration phase. The following comment is displayed to prompt you.

・ Slow acceleration leads to further improvement in fuel consumption. Also, cell T (α, 3) with row axis classification “α” and column axis classification “3 (G, N, G)” is selected. In such a case, a comment giving up the driving operation in the acceleration phase and the deceleration phase is displayed, and the following comment is displayed to notify that the section fuel consumption is good.

 ・ Section fuel economy *** km / L Slow acceleration and deceleration were fuel-saving driving.

  Here, the value calculated based on the equation (4) is displayed as the numerical value of the section fuel consumption.

  As described above, in this embodiment, one evaluation comment is displayed alone or together with the section fuel efficiency TripInitFc based on the evaluation of the selected row axis and column axis.

  In a vehicle equipped with a fuel consumption meter, since the fuel consumption is displayed on the fuel consumption meter, the section fuel consumption is not displayed in the row axis classifications “S”, “A”, “B”, and “C”. Only an advice comment for improving the driving operation according to the comparison result with the fuel consumption may be displayed.

  Moreover, since the classification “N” of the row axis is traveling in a short section such as a short ride and does not need to be evaluated, one-point advice regarding fuel efficiency improvement is displayed. A plurality of advice comment data corresponding to one-point advice is stored in the ROM in advance. One-point advice comment data related to fuel efficiency improvement is as shown below, and this comment is extracted at random and displayed.

・ Unnecessary baggage is good for fuel economy. ・ Warm-up operation is unnecessary. Departure immediately after starting is good for fuel economy. ・ If tire pressure is insufficient, fuel economy may deteriorate. ・ Change oils regularly. . Deterioration deteriorates fuel consumption ・ Turn off the air conditioner as much as possible. Excessive use is bad for fuel consumption. In addition to the above-mentioned advice, a comment effective for improving fuel consumption may be displayed other than driving operation such as battery voltage, tire mountain, start-up inspection and the like.

  Also, the row axis classification “L” is a traffic jam that repeats stop and non-noro driving, etc., and even if the fuel economy deteriorates, it does not result from the driver's driving. The comment shown in is displayed.

・ Fuel economy may deteriorate when driving at low speeds such as traffic jams. In addition, the cause of the event where the row axis classification is “C” rank is specified despite the fact that the driver's driving operation does not have an element that causes the fuel economy to deteriorate. The corresponding cell T (2 (G ・ G ・ N), 3 (G ・ N ・ G), 4 (G ・ N ・ N), 5 (N ・ G ・ G), 6 (N ・ G ・N), 7 (N, N, G) column axis “C” row axis), instead of evaluation comments, one-point advice on eco-gauges is displayed. The one-point advice may be other than that related to the eco gauge.

  As one-point advice regarding the eco gauge, for example, the following comments are displayed at random.

-Eco gauge is a comparison of trip average fuel efficiency and instantaneous fuel efficiency.-If the eco gauge is maintained on the + side, the average fuel efficiency will improve.-When the gauge is red, it will accelerate too much. Slow acceleration is fuel-saving ・ If the gauge is green, it is the best fuel-saving state when driving without fuel ・ When cruising, it is energy-saving by reducing the shake of the after-image of the eco-gauge. Is disclosed in Japanese Patent Laid-Open No. 2007-298494 filed earlier, and the description thereof is omitted.

  Thus, according to this embodiment, the evaluation comments for fuel-saving driving displayed at the end of driving are in a matrix format in which the row axis is classified by fuel consumption and the column axis is classified by the driving operation of the driver. In the cell specified by the column axis, the corresponding fuel consumption and the evaluation comment according to the driving operation of the driver are stored in advance and displayed so that the driving operation (driving method) of the driver This makes it possible to realize accurate and detailed advice for the driver with simple components.

  In addition, the column axis of the comment matrix sets acceleration, cruise, and deceleration as elements for evaluating the driver's driving operation, and “good”, “normal”, and “bad” (however, set for deceleration evaluation) Not)), and the combination of them is used to grasp the driving operation of the driver, so that more detailed advice can be provided.

  Note that the present invention is not limited to the above-described embodiment. For example, when a vehicle has a function of identifying a driver by a smart key carried by the driver, the driving evaluation is performed for each driver. You may make it carry out. The evaluation comment notification means may notify the evaluation by voice from a speaker. Or you may make it alert | report evaluation by both a monitor display and a speaker audio | voice.

1 ... Driving evaluation device,
2 ... arithmetic control unit,
2a ... Driving state detection unit,
2b ... evaluation comment generator,
3 ... Monitor,
AccAxAve ... average acceleration during acceleration phase,
Ax ... acceleration,
BrkAxAve… Average acceleration during deceleration phase,
CrsAxAve ... average acceleration during cruise phase
SctDist ... Section mileage,
SctFc ... Section fuel consumption,
SctFc ... Fuel efficiency ratio
SctFuel… Section fuel consumption,
SctVelAve… Section average speed,
StdFc ... Standard fuel consumption,
Vel ... Vehicle speed

Claims (6)

Evaluation comment notification means for notifying the driver of an evaluation comment on driving at the end of driving;
Vehicle behavior detection means for detecting vehicle behavior;
Driving phase classification means for classifying the vehicle behavior detected by the vehicle behavior detection means by driving phase;
The converted acceleration that is converted so as to be larger than the actual acceleration as the vehicle speed increases by multiplying the acceleration by the converted acceleration coefficient that increases in response to the increase in the vehicle speed by the driving phase classified by the driving phase classification means. An evaluation means for evaluating based on
Storage means for storing evaluation comments corresponding to combinations of evaluations for each of the driving phases;
Evaluation comment extraction means for extracting evaluation comment data stored in the storage means based on a combination of evaluations of the respective driving phases evaluated by the evaluation means and outputting the evaluation comment data to the evaluation comment notification means. A travel evaluation device. The driving phase classification means classifies the driving phase into an acceleration phase, a cruise phase, a deceleration phase and others based on the vehicle behavior including at least the vehicle speed, acceleration, and accelerator opening,
The evaluation unit, classified according to claim 1, wherein said at least driving operation against acceleration phase and the cruise phase and deceleration phase and evaluating based good or plain or to the conversion acceleration of the respective phases Travel evaluation device. Running evaluation apparatus according to claim 1, 2 any one of, wherein the elapsed time and classifies acceleration phase on the basis of the conversion acceleration from the operational phase classifying unit start. Advice comment data is further stored in the storage means,
When the vehicle behavior detection means determines that the section travel distance is shorter than the first set value or the section average vehicle speed is lower than the second set value, the extraction means evaluates each driving phase. The travel evaluation device according to any one of claims 1 to 3 , wherein the advice comment data is extracted instead of an evaluation comment corresponding to a combination. It further has a section fuel consumption calculation means for calculating fuel consumption in the section travel from engine start to stop,
The extraction means extracts the section fuel consumption in addition to an evaluation comment corresponding to a combination of evaluations for each driving phase when the section fuel consumption is equal to or higher than a first reference value. The travel evaluation apparatus according to any one of 1 to 4 . It further has a trip section fuel consumption calculation means for calculating the fuel consumption in the trip section travel from the start of measurement of the trip meter to the engine stop,
In the case where the section fuel consumption is equal to or higher than a second reference value and the improvement value from the trip section fuel consumption at the previous engine stop to the trip section fuel consumption at the current engine stop is equal to or higher than a third reference value, 6. The travel evaluation apparatus according to claim 5 , wherein the trip section fuel consumption is extracted in addition to an evaluation comment corresponding to a combination of evaluations for each driving phase.

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