JP5811677B2 - Fuel saving driving evaluation system and program for fuel saving driving evaluation system - Google Patents

Description

  The present invention relates to a fuel saving driving evaluation system and a fuel saving driving evaluation system program for evaluating whether or not the driving is suitable for fuel saving driving.

  Since so-called wavy driving that repeatedly accelerates and decelerates causes deterioration in vehicle fuel consumption (= travel distance / fuel consumption), for example, in the invention described in Patent Document 1, when wavy driving is detected, driving is performed. By giving advice to that effect, the driver is encouraged to save fuel.

JP 2007-032522 A

However, in the invention described in Patent Document 1, since the operation is evaluated based only on whether or not the operation is a wave operation, there is a case where an appropriate evaluation cannot be performed.
That is, when starting off, it is necessary to accelerate to a speed suitable for each traveling road, and it is necessary to accelerate to that speed. In order to reduce fuel consumption, it is desirable to travel at a constant speed as much as possible during steady traveling. Therefore, it is not appropriate to handle the speed change at the start and the speed change after the start in the same row even if the speed change is the same.

  In view of the above points, an object of the present invention is to make it possible to appropriately evaluate whether or not the driving is suitable for fuel-saving driving.

In this gun, in order to achieve the above object, a fuel-saving driving evaluation system for evaluating whether the operation is suitable for the fuel-saving driving, the running state of the vehicle, at least (a) stop Or it changes according to the driving | running | working state determination means (3A) which determines which state is a low speed driving | running | working state, (b) start driving | running | working state, and (c) steady driving | running state, and the kinetic energy change rate of a vehicle. a parameter detecting means for detecting a parameter (3A), Ru and an evaluation determining means for determining an evaluation by comparing the evaluation parameters are stored for each starting running state and the steady running state and a parameter (3A).

This ensures that it is possible to evaluate whether the operation is suitable for fuel-saving driving in accordance with the run line state may allow proper evaluation.
The vehicle speed detection means (11) for detecting both speeds and the acceleration detection means (S51) for detecting the acceleration of the vehicle are provided, and the traveling state determination means (3A) is detected by the vehicle speed detection means (11). When the set vehicle speed is a preset vehicle speed and lower than the first vehicle speed (VL), it is determined that the traveling state of the vehicle is “stopped or low-speed traveling state”, and “stopped or low-speed traveling state” is determined. After that, when the driving force for driving the vehicle becomes the “driving state” in which the engine is generated, it is determined that the vehicle is in the “starting traveling state”, and the vehicle speed is set to the first vehicle speed (VL) set in advance. ) When the vehicle speed is greater than the second vehicle speed (VH) and the vehicle acceleration is greater than or equal to a predetermined acceleration (Ao) set in advance, the vehicle is determined to be in a steady running state. The

Also, parameters detecting means (3A) is that detecting the product of the acceleration of the speed and the vehicle of the vehicle as a parameter.
Also, vehicles are provided with a second traveling state determining means for determining whether the vehicle is traveling the acceleration lane (3A), driving the vehicle is accelerating lane by the second traveling state determining means (3A) If it is determined to be in the evaluation determining means (3A) is that determine the evaluation by comparing the evaluation parameters are stored as evaluation parameter for time of acceleration lane running and the parameter.

Also, vehicles are provided with a second traveling state determining means for determining whether the vehicle is traveling the acceleration lane (3A), driving the vehicle is accelerating lane by the second traveling state determining means (3A) If it is determined to be in the evaluation by the evaluation determining means to the driver at the time of the acceleration lane running (3A) is Ru is stopped.

  Incidentally, the reference numerals in parentheses for each of the above means are examples showing the correspondence with the specific means described in the embodiments described later, and the present invention is indicated by the reference numerals in the parentheses of the above respective means. It is not limited to specific means.

It is a figure showing a fuel-saving driving evaluation system concerning a 1st embodiment of the present invention. It is a figure for demonstrating the concept of an evaluation method. It is a calculation control flowchart of (DELTA) E. It is an evaluation map. It is an energy increase amount parameter E calculation control flowchart per unit distance in a fixed time. It is a figure for demonstrating the concept of the determination method of a drive state and a braking state. It is a driving / braking state determination control flowchart. It is a figure for demonstrating the concept of the determination method of a driving state. It is a determination control flowchart of a start and a steady running state. It is a flowchart which shows the whole operation | movement of a fuel-saving driving | operation evaluation system. It is a figure which shows the fuel-saving driving | operation evaluation system which concerns on 2nd Embodiment of this invention. It is a figure for demonstrating the concept of the determination method of a drive state and a braking state. It is a figure which shows the fuel-saving driving | operation evaluation system which concerns on 3rd Embodiment of this invention. It is a chart which shows the type of acceleration lane. It is a flowchart which shows the whole operation | movement of a fuel-saving driving | operation evaluation system. It is a flowchart which shows evaluation stop condition determination. It is a flowchart which shows the whole operation | movement of a fuel-saving driving | operation evaluation system.

  In the present embodiment, the fuel-saving driving evaluation system and the program for the system according to the present invention are applied to a normal passenger car. This fuel-saving driving evaluation system is a driving suitable for fuel-saving driving. And the evaluation result is notified to the driver or the like by voice or image. Embodiments of the present invention will be described below with reference to the drawings.

(First embodiment)
1. Configuration of Fuel Economy Evaluation System As shown in FIG. 1, the fuel efficiency evaluation system 1 detects an in-vehicle device body 3, a speaker 5 for outputting sound, a display device 7 for displaying image information, and acceleration in the vehicle traveling direction. The in-vehicle device body 3 is provided with a control unit 3A and a card slot unit (diagnosis result recording unit) 3B.

  The control unit 3A is configured by a microcomputer including a CPU, a RAM, a ROM, and the like. The control unit 3A includes a vehicle speed sensor that detects an output signal from the G sensor 9 and a vehicle speed mounted on the vehicle. 11 or the like is input.

  The main functions of the control unit 3A are “driving / braking determination”, “acceleration diagnosis”, “generation of evaluation result (advice)”, and the like. In the present embodiment, these functions are stored in a nonvolatile memory such as a ROM. Although it is realized by software in accordance with a program stored in advance in means (hereinafter referred to as ROM), it may be realized by dedicated hardware (custom LSI).

  Then, the control unit 3A evaluates driving according to signals from the G sensor 9 and the vehicle speed sensor 11 and a program stored in the ROM in advance, and notifies the driver or the like of the result via the speaker 5 or the display device 7. At the same time, the data is written in the memory card attached to the card slot portion (diagnosis result recording portion) 3B.

  The memory card is a storage means that can be attached to and detached from the in-vehicle device main body 3, and normally includes a nonvolatile storage means made of a semiconductor such as a flash memory. On the other hand, the card slot portion 3B is a writing means having a function of writing information (e.g., evaluation results) to at least a memory card. For this reason, the driver or the like can take evaluation information and the like into a computer installed at home or the like via the memory card.

2. Driving evaluation method 2.1. Outline of Evaluation Method As is well known, the kinetic energy Ko when an object of mass Mo is moving at the speed Vo is Ko = (Mo · Vo ² ) / 2, and the rate of change of the kinetic energy Ko (the kinetic energy Ko is expressed as The value differentiated by time T) is ΔKo / ΔVo = Mo · Vo · ΔVo / ΔT. At this time, since ΔVo / ΔT represents the acceleration A of the vehicle, the rate of change of the kinetic energy Ko is expressed by the following equation 0.

ΔKo / ΔVo = Mo · A · Vo Equation 0
Here, the mass of the vehicle is assumed to be M, and an apparent weight increase required to move a drive part that needs to be moved when accelerating the vehicle, such as a flywheel in the engine, a crankshaft, a gear and a wheel in the transmission, etc. It is experimentally and empirically known that the fuel consumption ΔQ at the time of vehicle acceleration can be expressed by the following formula, where m is the minute, the vehicle speed is V, and the fuel consumption efficiency is η. (See FIG. 2). Incidentally, m is generally called a rotating part equivalent weight.

ΔQ = η · (M + m) · A · V Equation 1
As can be seen from Equations 0 and 1, the rate of change of the kinetic energy Ko is a physical quantity that has a correlation with the instantaneous fuel consumption ΔQ that occurs during vehicle acceleration. Here, since the mass M of the vehicle is a constant and the weight m corresponding to the rotating part is a constant determined for each gear stage, in the present embodiment, the parameter ΔE that changes according to the rate of change in the kinetic energy of the vehicle is Equation 2 is defined.

ΔE = A · V Equation 2
Here, since Equation 2 is a physical quantity having a correlation with the instantaneous fuel consumption, the fuel consumption per unit distance, that is, the reciprocal of the vehicle fuel consumption is defined as the kinetic energy increase parameter E by the following Equation 3. can do.

E = ΣΔE / ΣV Equation 3
By the way, the fuel is consumed when the vehicle is in a driving state, that is, when the engine is generating a driving force for driving the vehicle. Even when the vehicle is not in a driving state (no fuel is consumed) as in the case where the vehicle is running, it is considered that the fuel is consumed due to acceleration (an increase in kinetic energy).

  Therefore, when the vehicle is in a driving state and the acceleration A of the vehicle is greater than 0, ΔE is calculated from Equation 2, while when the vehicle is in a non-driving state or the acceleration A of the vehicle is 0. In the following cases, ΔE = 0.

  Specifically, as shown in FIG. 3, it is determined whether or not a condition that the vehicle is in a driving state and the acceleration A of the vehicle is greater than 0 is satisfied (S1). (S1: YES), ΔE = A · V is set (S3).

  On the other hand, when it is determined that the condition is not satisfied (S1: NO), ΔE = 0 is set (S5). Then, after the parameter ΔE determined in S3 or S5, the vehicle speed at that time, and the traveling state are temporarily stored in the RAM (S7), this control is finished.

Incidentally, a program for executing the control shown in FIG. 3 (control for calculating ΔE) is stored in the ROM, and this control is executed by the control unit 3A.
In addition, since the fuel-saving driving | operation evaluation system which concerns on this embodiment is a system which evaluates whether it is a driving | operation suitable for a fuel-saving driving | operation, the fuel consumed by idling driving | operation is not made into the object of evaluation.

  Accordingly, when the accelerator pedal depression amount is less than 0 or a predetermined depression amount greater than 0 (hereinafter, the predetermined depression amount greater than 0 or 0 is collectively referred to as a drive determination threshold) and the engine is idling, Is considered to be in a non-driven state.

  By the way, as described in the section “Problems to be Solved by the Invention”, at the time of starting, it is necessary to accelerate to a speed suitable for each traveling road, and it is necessary to accelerate to that speed. In order to reduce fuel consumption, it is desirable to travel at a constant speed as much as possible during steady traveling. Therefore, as shown in FIG. 4, the final evaluation result is determined by dividing into “starting running state” and “steady running state”.

In the present embodiment, the fuel consumed by the idling operation is not an object of evaluation, so the “stopped state or low-speed traveling state” is not an object of evaluation.
That is, by calculating the parameter ΔE and integrating the calculated parameter ΔE while distinguishing between the starting traveling state and the steady traveling state, the kinetic energy increase amount parameter Es in the “starting traveling state” and the “steady traveling state” The kinetic energy increase amount parameter En is calculated individually, and the final evaluation result is determined by comparing the evaluation parameter stored in the ROM with the parameters Es and En for each of the starting running state and the steady running state. To do.

  The calculation of the kinetic energy increase parameters Es and En is specifically performed as shown in FIG. 5 where the start running state parameter ΔE is integrated (S11) and the start running state speed is integrated (integrated). After the travel distance in the start travel state is calculated (S13), the energy increase amount parameter Es in the start travel state is calculated in accordance with Equation 3 (S15).

  In addition, the steady travel state parameter ΔE is integrated (S17), and the steady travel state speed is integrated (integrated) to calculate the travel distance in the steady travel state (S19). The energy increase amount parameter En is calculated (S21).

  Incidentally, a program for executing the “calculation of energy increase amount parameter E per unit distance within a fixed time” control shown in FIG. 5 is stored in the ROM, and this control is executed by the control unit 3A.

2.2. Definition and determination of driving state, etc. <Driving state and braking state (non-driving state)>
In principle, whether or not the vehicle is in a driving state is determined as a driving state when the amount of depression of the accelerator pedal is equal to or greater than a driving determination threshold, and on the other hand, a braking state (non-driving state) when the amount of depression is less than the driving determination threshold. Is determined.

However, in this embodiment, since the signal regarding the depression amount is not input to the control unit 3A, it is determined using the output signal of the G sensor 9 whether or not it is in the driving state.
That is, as shown in FIG. 6, in the case where the acceleration detected by the G sensor 9 is rising and changing in the plus direction (forward direction), the acceleration exceeds a predetermined value (driving determination threshold) of 0 or more. If the acceleration is determined to be in the driving state and the acceleration changes downward in the negative direction (reverse direction), the driving is performed before the acceleration becomes less than a predetermined value (braking determination threshold) of 0 or less. It is determined as a state.

  On the other hand, when the acceleration is decreasing in the negative direction, the braking state (non-driving state) is determined after the acceleration becomes less than the braking determination threshold, and the acceleration increases in the positive direction. In such a case, the state before the acceleration becomes equal to or higher than the drive determination threshold is determined as the braking state (non-drive state).

  Specifically, it is determined according to the driving / braking state determination control shown in FIG. A program for executing the determination control is stored in the ROM. That is, when this control is activated, first, the vehicle speed based on the signal from the vehicle speed sensor 11 is detected (S31), and then the acceleration is detected based on the signal from the G sensor 9 (S33).

  Next, it is determined whether or not the vehicle speed is lower than a preset “stop / low speed travel determination speed VL” (S35), and if it is determined that the vehicle speed is lower than the “stop / low speed travel determination speed VL”. (S35: YES) After the flag indicating that the vehicle is in the “stopped or low-speed running state” is set in the RAM (S37), this control is finished.

  On the other hand, when it is determined that the vehicle speed is equal to or higher than the “stop / low-speed traveling determination speed VL” (S35: NO), it is determined whether or not the acceleration is less than the braking determination threshold (S39), and the acceleration is braked. If it is determined that the vehicle is less than the determination threshold value (S39: YES), the flag indicating that the vehicle is in the “braking state” is set in the RAM (S41), and then this control is terminated.

  When it is determined that the acceleration is equal to or greater than the braking determination threshold (S39: NO), it is determined whether the acceleration exceeds the drive determination threshold (S43), and it is determined that the acceleration exceeds the drive determination threshold. If this is the case (S43: YES), the flag indicating that the running state of the vehicle is the “driving state” is set in the RAM (S45), and then this control ends.

  On the other hand, when it is determined that the acceleration is equal to or less than the drive determination threshold (S43: NO), the flag indicating the running state is not reset (S47), and the present control is performed while the current state is maintained. finish. Incidentally, when the flag which shows a driving state is not set, the state which is not set is maintained.

  Since the G sensor 9 detects acceleration based on a force (inertial force) acting on itself accompanying acceleration generated in the vehicle, for example, when the vehicle is climbing a steep climb, Despite the fact that the accelerator is depressed and fuel is consumed, there is a case where the vehicle gradually decelerates due to the influence of gravity. Even in such a case, the G sensor 9 is in the positive direction as in acceleration. Output the value.

  In addition, when the vehicle travels on a downward slope without depressing the accelerator and consuming fuel, the vehicle may accelerate due to the influence of gravity. In such a case, the G sensor 9 is in the zero or negative direction. The value of is output. Therefore, even when it is determined whether or not the G sensor 9 is in the driving state, the same result as that when it is determined whether or not the driving state is based on the depression amount of the accelerator pedal can be obtained.

<Determination of driving condition>
The traveling state is determined by the control unit 3A according to the following definition.
That is, as shown in FIG. 8, when the vehicle speed detected by the vehicle speed sensor 11 is lower than the preset “stop / low speed running determination speed VL”, it is determined that the running state of the vehicle is “stopped or low speed running state”. Then, after the “stopped or low-speed traveling state” is determined, when the “driving state” is reached, the traveling state is determined to be the “starting traveling state”.

  In addition, after the vehicle speed is greater than a preset “steady travel determination speed VH” (≧ VL) and the vehicle acceleration is less than the predetermined acceleration Ao from a predetermined acceleration Ao or higher. The running state is determined as the “steady running state”.

Specifically, it is determined according to the start / steady running state determination control shown in FIG. 9, and a program for executing this determination control is stored in the ROM.
That is, when this control is started, first, after the time change rate of the vehicle speed detected by the vehicle speed sensor 11 is calculated and the acceleration A of the vehicle is calculated (S51), the current running state is “stop or low speed”. It is determined whether the vehicle is in “traveling state” and the vehicle is in “driving state” (S53).

  The determination as to whether or not the vehicle is in a “stop or low-speed driving state” is made based on whether or not the flag indicating the “stop or low-speed driving state” is set in the RAM. Is not executed and the running state is undecided, that is, when the flag indicating the running state is not set in the RAM, it is determined that the vehicle is not in the “stopped or low-speed running state”.

  If it is determined that the current traveling state is the “stopped or low-speed traveling state” and the vehicle is in the “driving state” (S53: YES), the traveling state is “starting traveling state”. After a flag indicating that it is present is set in the RAM (S55), this control is terminated.

  On the other hand, when it is determined that the current traveling state is the “stop or low speed traveling state” and the vehicle is not in the “driving state” (S53: NO), the vehicle speed is “stopped / low speed”. It is determined whether or not it is lower than the “travel determination speed VL” (S57), and when it is determined that the vehicle speed is lower than the “stop / low speed travel determination speed VL” (S57: YES), “stop or low speed travel state” Is set in the RAM (S59), the control is terminated.

  If it is determined that the vehicle speed is equal to or higher than the “stop / low speed travel determination speed VL” (S57: NO), the vehicle speed is greater than the “steady travel determination speed VH” and the vehicle acceleration is less than the acceleration Ao. Is determined (S61). If it is determined that the vehicle speed is greater than the "steady travel determination speed VH" and the vehicle acceleration is less than the acceleration Ao (S61: YES), After the flag indicating the “running state” is set in the RAM (S63), this control is finished.

  On the other hand, when it is determined that the vehicle speed is greater than the “steady travel determination speed VH” and the vehicle acceleration is not less than the acceleration Ao (S61: NO), a flag indicating the current travel state is displayed. This control is terminated while being maintained.

2.3. Details of driving evaluation (see Fig. 10)
FIG. 10 is a control flow showing the entire operation of the fuel-saving driving evaluation system, and a program for executing this control flow is stored in the RAM. When the vehicle switch is turned on, a program for executing this control is read and executed by the control unit 3A.

  When this control is activated, first, the count value of the timer counter is reset (initialized) in order to determine a “certain time” for “calculation of energy increase amount parameter E (FIG. 5)” ( S71). Thereafter, after the driving / braking state determination (FIG. 7) is made (S73), the start / steady running state determination (FIG. 9) is made (S75), and the parameter ΔE is calculated (FIG. 3) (S77).

  Next, it is determined whether or not a certain time (about 1 second in this embodiment) has elapsed (S79). If it is determined that a certain time has not elapsed (S79: NO), again, On the other hand, if it is determined that a certain time has elapsed (S79: YES), the calculation of the energy increase amount parameter E per unit distance within the certain time (FIG. 5) is performed (S73). S81), specific evaluation is determined according to the calculated energy increase amount parameters Es and En and the map shown in FIG. 4 (S83), and the evaluation is notified to the driver by an image such as voice or text ( S85).

  The evaluation result is, for example, if the start evaluation is 1, “the start is sudden acceleration. Slowly step on the accelerator.” If the steady run evaluation is 5, “running during steady running is stable. “Let's continue driving in this condition” is notified by voice or text (image).

  In this case, the evaluation result is averaged for each operation, and the driving operation is evaluated for each operation, or the evaluation result stored in the memory card is taken back to the office or private home, after driving. You can also see changes in driving operations and driving levels.

3. Features of Fuel-Efficient Driving Evaluation System According to this Embodiment In this embodiment, the driving state of the vehicle is any one of (a) a stopped or low-speed driving state, (b) a starting driving state, and (c) a steady driving state. Since the driving is evaluated based on the evaluation criteria set for each of the starting traveling state and the steady traveling state, an appropriate evaluation can be performed.

(Second Embodiment)
In the first embodiment, the driving state or the braking state is determined using the acceleration detected by the G sensor 9, but in this embodiment, as shown in FIG. 11, the depression amount of the accelerator pedal or the opening degree of the throttle valve A means (accelerator opening sensor 13) for detecting the operation amount of the driving force adjusting means for adjusting the intake air amount to the engine is provided, and the accelerator opening detected by the accelerator opening sensor 13 as shown in FIG. The driving state is determined when the degree exceeds a preset driving determination threshold, and the braking state is determined when the accelerator opening is equal to or less than the determination threshold.

(Third embodiment)
In this embodiment, as shown in FIG. 13, the present invention is applied to a vehicle including a car navigation system using GPS. Thereby, position information can be stored in the memory card together with the evaluation result.

(Fourth embodiment)
In an acceleration lane provided at an interchange, a junction, or the like, since the vehicle accelerates with a relatively large acceleration as described later, it is not appropriate to evaluate the driving with the evaluation map shown in FIG.

  Therefore, in the present embodiment, when the vehicle travels in the acceleration lane, the evaluation using the energy increase amount parameters Es and En and the map shown in FIG. 4 is stopped for the driving during the acceleration lane traveling. It is characterized by that. Therefore, in this embodiment, driving can be evaluated appropriately.

  Here, the “acceleration lane” refers to a road that should be accelerated with a relatively large acceleration, such as a road connecting a general road to a highway, and is one of the types of acceleration lanes A to D shown in FIG. When it corresponds to.

Incidentally, the type of road indicates whether the target road is, for example, “general road” or “highway”.
The attribute of the road is, for example, “a connecting road (rampway) connecting a general road and an expressway”, or “a road in a service area or a parking area and connected to the main road of the expressway (rampway). "Way)" indicates which road.

In the present embodiment, a predetermined distance (for example, 0 to 300 m) from the end of the two types of rampways, that is, a point where the vehicle transitions to the main line is also regarded as an acceleration lane.
<Details of driving evaluation>
FIG. 15 is a control flow showing the overall operation of the fuel-saving driving evaluation system according to the present embodiment. Except for S90 and S91, the control flow showing the overall operation of the fuel-saving driving evaluation system according to the first embodiment (FIG. 10). Is the same.

  In this embodiment, when the vehicle switch is turned on and this control is activated, first, after the evaluation stop condition is determined (S90), is a flag indicating that the vehicle has traveled in the acceleration lane set? It is determined whether or not (S91).

  If it is determined that the vehicle has traveled in the acceleration lane but is set (S91: YES), S90 is executed again, and the flag indicating that the vehicle has traveled in the acceleration lane is not set. If it is determined (S91: NO), S71 is executed.

<Details of evaluation stop condition judgment>
FIG. 16 is a control flow showing evaluation stop condition determination, and a program for executing this control flow is also stored in the RAM.

  When this control flow is activated, the current position of the vehicle is detected using a car navigation system using GPS (S93), and then the vehicle is currently running based on the map data of the car navigation system. The type and attribute of the road that is on the road, that is, the road that overlaps the current position is read (S95).

  Next, it is determined whether or not any of the speed lane types A to D shown in FIG. 14 is satisfied (S97), and it is determined that any of the acceleration lane types A to D is applicable. (S97: YES), a flag indicating that the vehicle has traveled in the acceleration lane is set in the RAM (S99).

  On the other hand, when it is determined that none of the types of acceleration lanes A to D correspond (S97: NO), the flag indicating that the vehicle has traveled in the acceleration lane is not set, and this control ends. , S91 is executed.

  In S97, if it is determined that none of the acceleration lane types A to D corresponds to the flag, and the flag indicating that the vehicle has already traveled in the acceleration lane is set, the flag is set. Is deleted and the flag indicating that the vehicle has traveled in the acceleration lane is not set, and then S91 is executed.

(Fifth embodiment)
In this embodiment, for driving during acceleration lane driving, driving evaluation is determined using an evaluation map for driving during acceleration lane driving.

  Note that the evaluation map for acceleration lane travel is relaxed to the evaluation standard as compared to the evaluation map shown in FIG. 4, and this evaluation map for acceleration lane travel includes a ROM and the like together with the evaluation map shown in FIG. Is stored in advance in the non-volatile storage unit.

  That is, FIG. 17 is a control flow showing the overall operation of the fuel-saving driving evaluation system according to the present embodiment. Except for S101 and S102, the control flow showing the overall operation of the fuel-saving driving evaluation system according to the fourth embodiment (FIG. 15). ).

  In this embodiment, when it is determined that the flag indicating that the vehicle has traveled in the acceleration lane is not set (S91: NO), the evaluation map shown in FIG. 4 is set as the evaluation map (S101). ), S71 is executed.

  On the other hand, if it is determined that the flag indicating that the vehicle has traveled in the acceleration lane is set (S91: YES), an evaluation map for driving in the acceleration lane is set as the evaluation map (S102), and then S71. Is executed.

Thereby, also in this embodiment, driving | operation can be appropriately evaluated similarly to 4th Embodiment.
(Other embodiments)
The present invention determines whether the running state of the vehicle is any one of (a) a stop or low speed running state, (b) a starting running state, and (c) a steady running state, and the starting running state and the steady running state. Since the driving is evaluated based on the evaluation criteria set for each state, (a) a stop or low-speed traveling state, (b) a starting traveling state, and (c) a specific state of the steady traveling state The definition / determination method is not limited to the above-described embodiment.

  Further, in the fourth and fifth embodiments, it is determined whether or not the vehicle is traveling on the acceleration lane using map data included in the car navigation system, but the present invention is not limited to this. 1) After passing through the entrance gate of the expressway in conjunction with ETC, it is considered that the vehicle is traveling in the acceleration lane for the distance to the end of the rampway or the predetermined distance from the end of the rampway, or (2 It may be determined whether or not the vehicle is traveling in an acceleration lane based on road information received by the vehicle-mounted device.

  Further, the present invention is not limited to the above-described embodiment as long as it matches the gist of the invention described in the claims.

DESCRIPTION OF SYMBOLS 1 ... Fuel-saving evaluation system, 3 ... In-vehicle apparatus main body, 3A ... Control part,
3B: Card slot, 5 ... Speaker, 7 ... Display device, 9 ... G sensor,
11: Vehicle speed sensor.

Claims (6)

A fuel-saving driving evaluation system for evaluating whether or not the driving is suitable for fuel-saving driving,
Traveling state determination means for determining whether the traveling state of the vehicle is at least one of the "stopped or low-speed traveling state", "starting traveling state", and "steady traveling state";
Parameter detecting means for detecting a parameter that changes in accordance with the rate of change of the kinetic energy of the vehicle;
An evaluation determination means for determining an evaluation by comparing the parameter for evaluation and the parameter stored for each of the “starting traveling state” and the “steady traveling state” ;
Second traveling state determining means for determining whether or not the vehicle is traveling in an acceleration lane,
When the second traveling state determination unit determines that the vehicle is traveling in an acceleration lane, the evaluation determination unit includes an evaluation parameter stored as an evaluation parameter for traveling in the acceleration lane. A fuel-saving driving evaluation system, wherein the evaluation is determined by comparing with the parameter . A fuel-saving driving evaluation system for evaluating whether or not the driving is suitable for fuel-saving driving,
Traveling state determination means for determining whether the traveling state of the vehicle is at least one of the "stopped or low-speed traveling state", "starting traveling state", and "steady traveling state";
Parameter detecting means for detecting a parameter that changes in accordance with the rate of change of the kinetic energy of the vehicle;
An evaluation determination means for determining an evaluation by comparing the parameter for evaluation and the parameter stored for each of the “starting traveling state” and the “steady traveling state”;
Second traveling state determining means for determining whether or not the vehicle is traveling in an acceleration lane,
When the second traveling state determination unit determines that the vehicle is traveling in an acceleration lane, the evaluation by the evaluation determination unit is stopped for driving during the acceleration lane traveling. fuel-saving driving evaluation system that. Vehicle speed detecting means for detecting the speed of the vehicle;
Acceleration detecting means for detecting the acceleration of the vehicle,
The traveling state determining means determines that the traveling state of the vehicle is a “stopped or low-speed traveling state” when the vehicle speed detected by the vehicle speed detecting unit is lower than a preset first vehicle speed;
The traveling state determination means determines that the traveling state is “starting traveling” when the “driving state” in which the engine generates driving force for traveling the vehicle after the “stop or low speed traveling state” is determined. State ",
Further, the traveling state determination means is configured to detect the predetermined vehicle speed from a state in which the vehicle speed is a preset vehicle speed that is greater than a second vehicle speed that is equal to or higher than the first vehicle speed and the vehicle acceleration is equal to or higher than a predetermined acceleration. 3. The fuel-saving driving evaluation system according to claim 1 , wherein the driving state after the acceleration becomes less than the acceleration is determined as the “steady driving state” . The fuel-saving driving evaluation system according to any one of claims 1 to 3, wherein the parameter detection unit detects a product of a vehicle speed and a vehicle acceleration as the parameter . A program for operating a computer as a fuel-saving driving evaluation system for evaluating whether or not the driving is suitable for fuel-saving driving,
  A traveling state determination means for determining whether the traveling state of the vehicle is at least one of a “stopped or low-speed traveling state”, a “starting traveling state”, and a “steady traveling state”;
  Parameter detecting means for detecting a parameter that changes in accordance with the rate of change of kinetic energy of the vehicle;
  An evaluation determining means for determining an evaluation by comparing the parameter for evaluation stored for each of the starting traveling state and the steady traveling state with the parameter; and
Function as a second traveling state determination means for determining whether or not the vehicle is traveling in an acceleration lane,
When the second traveling state determination unit determines that the vehicle is traveling in an acceleration lane, the evaluation determination unit includes an evaluation parameter stored as an evaluation parameter for traveling in the acceleration lane. A program for a fuel-saving driving evaluation system, wherein the evaluation is determined by comparing with the parameter. The computer a program for operating a fuel-saving driving evaluation system for evaluating whether the OPERATION suitable for fuel-saving driving,
A traveling state determination means for determining whether the traveling state of the vehicle is at least one of a “stopped or low-speed traveling state”, a “starting traveling state”, and a “steady traveling state”;
Parameter detection means to detect a parameter which varies depending on the kinetic energy change rate of the vehicle,
An evaluation determining means for determining an evaluation by comparing the parameter for evaluation stored for each of the starting traveling state and the steady traveling state with the parameter ; and
Function as a second traveling state determination means for determining whether or not the vehicle is traveling in an acceleration lane ,
When the second traveling state determination unit determines that the vehicle is traveling in an acceleration lane, the evaluation by the evaluation determination unit is stopped for driving during the acceleration lane traveling. Program for fuel-saving driving evaluation system.