JP6236604B2 - Vehicle information display device and vehicle information exchange device - Google Patents

Description

The present invention relates to a vehicle information display device and a vehicle information exchange device.

In recent years, various devices for providing vehicle information to a driver have been proposed. For example, a fuel consumption is calculated by measuring a travel distance determined from the flow rate of fuel injected into an engine, the diameter of a wheel, and the amount of rotation of the wheel, and what is displayed is generalized as an “instantaneous fuel consumption meter”.

However, there are still issues to be considered for providing appropriate information to the driver.

JP 10-115249 A

  SUMMARY OF THE INVENTION In view of the above, the problem to be solved by the present invention is to propose a vehicle information display device capable of providing useful information to a driver to perform driving with high economic efficiency and low environmental load. There is.

Another problem to be solved by the present invention is to propose a vehicle information exchange device that can easily realize appropriate information exchange between a driver and a vehicle.

  In order to solve the above problems, the present invention includes a fuel consumption measurement unit that measures fuel consumption, a control unit that aggregates the measured fuel consumption by driver, and a display unit that displays fuel consumption by driver based on the control unit. A vehicle information display device is provided. Thereby, when a plurality of people drive the same vehicle, it is possible to know the fuel consumption at their own responsibility. Accordingly, it is possible to improve the economic efficiency and to make efforts between family members for driving with a small environmental load, and it is possible to grasp fuel consumption information like a car in a rental car or car sharing.

According to a specific feature of the present invention, the control unit counts fuel consumption according to whether toll road charges are generated, and the display unit displays fuel consumption according to whether toll road charges are generated based on the control unit. Toll roads will incur high-speed tolls, while fuel costs will increase and gasoline costs will decrease. Therefore, by calculating the fuel consumption by individual and by the presence / absence of toll road charges, it is possible to analyze the travel costs more finely for each individual.

According to another specific feature of the present invention, a license identification unit is provided, and the control unit counts fuel consumption for each driver based on the identification unit. As a result, it becomes possible to easily identify an individual, and it is possible to aggregate individual fuel consumption without imposing a burden on the driver.

According to another aspect of the present invention, a fuel consumption measuring unit that measures fuel consumption, a control unit that counts fuel consumption measured by the fuel consumption measuring unit according to whether toll road charges are generated, and whether the toll road charges are generated by the control unit A vehicle information display device having a display unit for displaying fuel consumption is provided. As mentioned above, highway tolls occur on toll roads, while fuel costs increase and gasoline costs decrease. Therefore, the total travel cost can be analyzed by counting the fuel consumption according to whether toll road charges are generated.

According to the above specific feature of the present invention, the control unit calculates the total cost required for traveling by combining the energy rate based on the fuel consumption measured by the fuel consumption measurement unit and the fuel unit price and the toll road fee, and the display unit Displays the calculated total cost. In this way, it is possible to clearly know the total cost for driving, which combines the energy charges such as gasoline and high-speed charges.

According to the more specific feature of the present invention, the travel time measurement unit is included, and the control unit takes into account the travel time by the travel time measurement unit, and includes the total cost for travel and the time for travel. The cost is calculated, and the display unit displays the calculated total cost. Since the vehicle travels to reach the destination, even if the cost required is the same, the total cost is not the same if the time is doubled. From the above viewpoint, the above characteristics provide the driver with the total cost including the travel time as information.

According to another feature of the present invention, a fuel consumption measuring unit that measures fuel consumption, a fuel cost measured by the fuel consumption measuring unit, an energy fee based on a fuel unit price, and a toll road fee are combined to calculate a total cost required for traveling. A vehicle information display device is provided that includes a control unit and a display unit that displays the total cost calculated by the control unit. Normally, fuel consumption is expressed as “how many liters of kilometer”, and it is only indirectly recognized as a cost. The above feature is to calculate this as a total amount necessary for driving by clearly monetizing this as an energy fee and combining it with any toll road fee.

According to another feature of the present invention, a calculation unit that calculates a travel cost, a travel time measurement unit, a control unit that calculates a total cost including a travel cost and a travel time, and a control unit There is provided a vehicle information display device having a display unit for displaying the calculated total cost. As a result, both the amount of money and time spent are integrated as travel costs in order to reach the destination.

According to another aspect of the present invention, a plurality of travel route extraction units, a cost estimation unit that estimates a predicted travel cost for the plurality of extracted routes, and a predicted travel for the plurality of extracted routes. A vehicle information display device having a time estimation unit that estimates time, a control unit that calculates an estimated total cost including estimated travel cost and estimated travel time, and a display unit that displays the estimated total cost calculated by the control unit Provided. In normal car navigation, when a destination is set, a plurality of travel routes are extracted from different viewpoints such as pay avoidance, high speed priority, distance priority, and time priority. Also, a recommended route from a comprehensive viewpoint is proposed. However, these multiple routes are different from each other in terms of comparison, and the relationship is ambiguous. On the other hand, according to the above feature of the present invention, the estimated total cost including the estimated traveling cost and the estimated traveling time is calculated for a plurality of traveling routes, so that the plurality of routes are compared from a common viewpoint in light of the purpose of traveling. be able to.

According to the specific feature of the present invention, the display unit displays a travel route that has the lowest estimated total cost as a recommended route. Since this is a recommendation after comparing other routes from a common point of view, the meaning of the display is clear and it is useful information for the driver.

According to the other specific feature of the present invention, the cost estimation unit refers to past fuel consumption data in the vehicle for estimation. This makes it possible to estimate costs that are more realistic than general average fuel consumption and costs due to road conditions.

According to the more specific feature of the present invention, the cost estimation unit refers to past driver fuel consumption data for estimation. This makes it possible to perform reliable cost estimation based on the fuel efficiency data of the vehicle based on the past driving tendency of the driver himself who currently needs estimation information.

According to another aspect of the present invention, an information exchange unit with a license, an identification unit that identifies a license based on information from the information exchange unit, and information from a vehicle is written into the license by the information exchange unit. A vehicle information exchange device having a control unit is provided. According to this feature, it is possible to write information from the vehicle in the license in addition to the identification of the personal fuel consumption or the like as described above or the identification of the license for the certification of the driving qualification of the vehicle described later. Therefore, for example, even when driving a plurality of vehicles by car rental or car sharing, it is possible to accumulate only information related to the driving in the driver's license.

The information written in the license by the control unit is, for example, information related to own driving performance, and more specifically, the fuel consumption, the total cost of driving, and the total cost of driving and total cost of driving. At least one.

According to another aspect of the present invention, there is provided a vehicle information exchange device having a license identification unit and a control unit that determines whether or not to allow the vehicle to travel based on the identification unit. In recent years, an IC card license has been realized, but according to the above-described feature of the present invention, the license data can be easily identified by the identification unit. Theft can be prevented.

According to the specific feature of the present invention, the vehicle information exchange apparatus includes a management unit that registers a license in advance in the identification unit. This makes it possible to register driving qualifications for private cars, and facilitates car sharing and management of driving qualifications for rental cars.

According to another aspect of the present invention, there is provided a vehicle information exchange apparatus having a slot into which a license is inserted and an identification unit for identifying the license inserted into the slot. In recent years, IC card licenses have been realized. According to the above-described features of the present invention, identification of personal fuel consumption or the like as described above, or identification of licenses for vehicle driving qualification can be easily performed. Can do.

According to the specific feature of the present invention, the slot also serves as a credit card insertion part for toll road fee settlement. It has become popular in recent years. ETC (Electronic Toll System) is equipped with a slot that serves as a credit card insertion part for payment. By using this slot also for identification and authentication of an IC card license, the driver can insert both cards. You won't be confused by the location. In addition, in the case of such a configuration, when the IC card license is also used as a credit card for toll road fee settlement and configured as a single card, the driver's convenience is further increased.

  As described above, according to the present invention, it is possible to provide the driver with detailed information useful for driving with high economic efficiency and low environmental load.

It is drawing substitute photograph which showed the block diagram of Example 1 of the fuel consumption meter system which concerns on embodiment of this invention. Example 1 1 is a drawing substitute photograph showing a detailed block diagram of the data recording unit and the display unit 14. 3 is a drawing-substituting photograph showing a table of examples of data recorded in the data recording unit of FIG. 2. FIG. 4 is a drawing-substituting photograph showing a table in which some items are omitted for each data in FIG. 3 and items of values that can be calculated from these data are added. FIG. 5 is a drawing-substituting photograph of a table in which only data with a Toll of zero is extracted from each data of FIG. 4. FIG. 5 is a drawing-substituting photograph showing a table in which only data in which Toll is generated is extracted from each data in FIG. 4. FIG. 5 is a drawing-substituting photograph showing a table in which data is extracted for each license ID from each data of FIG. 4. FIG. 8 is a drawing-substituting photograph showing a table obtained by separating and extracting the data of FIG. 7A according to the presence or absence of Toll. FIG. 9 is a drawing-substituting photograph showing a basic flowchart of functions of the vehicle control unit in the embodiment 1 of FIG. FIG. 10 is a drawing substitute photograph showing a detailed flowchart of step S <b> 16 in FIG. 9. FIG. 10 is a drawing-substituting photograph showing a detailed flowchart of step S10 of FIG. 10 is a drawing-substituting photograph showing a detailed flowchart of step S12 of FIG. 13 is a drawing-substituting photograph showing a detailed flowchart of step S90 of FIG. 11 or FIG. FIG. 10 is a drawing-substituting photograph showing a detailed flowchart of step S <b> 24 in FIG. 9. FIG. FIG. 10 is a drawing-substituting photograph showing a detailed flowchart of step S8 of FIG. 9 or step S74 of FIG. It is drawing substitute photograph which showed the basic flowchart of the function of the vehicle control part in Example 2 of this invention. (Example 2) It is the drawing substitute photograph which showed the block diagram of Example 3 of this invention. (Example 3)

FIG. 1 is a block diagram showing Example 1 of a fuel consumption meter system according to an embodiment of the present invention. The fuel consumption meter system of the present embodiment is mounted on the vehicle 2 and constitutes a system that cooperates with the IC card license 4. Although the vehicle 2 is configured as a hybrid car that travels using a gasoline engine and an electric motor in combination, the present invention is not limited to this, and the present invention can be applied to a normal gasoline car or an electric car.

The vehicle 2 includes a vehicle control unit 6 including a computer that controls the entire vehicle, and controls the vehicle function unit 10 according to the operation of the operation unit 8 by the driver of the vehicle. The function of the vehicle control unit 6 is executed by software stored in the storage unit 12. The storage unit 12 further temporarily stores various data necessary for controlling the entire vehicle 2. Further, the vehicle control unit 6 controls the display unit 14 to display a GUI necessary for operation of the operation unit 8 and display a control result and a calculation result. The vehicle control unit 6 has a clock unit 16, and the time information of the clock unit 16 is used for various functions. In addition, the time of the clock unit 16 is automatically corrected to the correct time as appropriate based on external time information.

The GPS unit 18 obtains information on latitude, longitude, and altitude, which are absolute position information of the vehicle 2, from the satellite and the nearest broadcasting station based on the GPS system, and sends the information to the vehicle control unit 6. The car navigation function unit 20 processes the absolute position information from the GPS unit 18 obtained via the vehicle control unit 6 and displays the position of the vehicle 2 on the map column 22 of the display unit 16. The vehicle 2 further includes a vehicle short-range communication unit 24 that wirelessly receives information such as the amount of fuel / power supply, the unit price, and the amount of payment at a fuel / power supply station and records the information in the data recording unit 13. Further, an ETC (Electronic Toll System) unit 26 acquires high-speed toll information when the vehicle 2 passes through the entrance / exit of the highway, and stores the information in the data recording unit 13 through the vehicle control unit 6. As a result, information on the payment amount as a cost is recorded in the data recording unit 13.

Next, the configuration of the instantaneous fuel consumption meter will be described. The vehicle function unit 10 includes a traveling mechanism 28 including a transmission and wheels, and an engine 30 and a motor 32 that transmit power to the traveling mechanism 28. The fuel flow meter 34 measures the flow rate of fuel injected into the engine and sends it to the vehicle control unit 6. The mileage meter 36 calculates the travel distance from the wheel diameter of the travel mechanism 28 and the amount of rotation of the travel mechanism 28 known in advance. Measure and send to vehicle control unit 6. Based on the travel distance and fuel flow rate obtained in this way, the vehicle control unit 6 calculates the instantaneous fuel consumption and displays it in the instantaneous fuel consumption column 38 of the display unit 14.

The IC card license 4 exchanges information with the vehicle 2 in cooperation with the non-contact IC card reader / writer 40. Specifically, the antenna coil 42 receives the radio wave from the non-contact IC card reader / writer 40 and generates drive power. Then, with this power, the control unit 44 reads out the data such as the license ID stored in the storage unit 46 and sends the data to the non-contact IC card reader / writer 40 and the data such as fuel consumption sent from the non-contact IC card reader / writer 40. Store in the storage unit 46. The license ID exchanged at this time is used as information for managing the fuel consumption data for each driver as will be described later, and also used for authentication of the driving qualification of the vehicle 2 as in the second embodiment described later. be able to.

In order to ensure the exchange of information between the IC card license 4 and the non-contact IC card reader / writer 40 as described above, a license slot for inserting the IC card license is provided in the vehicle 2, and this license slot is provided with this license slot. It is desirable to arrange a non-contact IC card reader / writer 40. The ETC section 26 is usually provided with a card slot for inserting a credit card. Therefore, when the IC card license is also provided with a credit card function, it is possible to configure the IC card license to be inserted here also using the credit card slot. In addition, when the information exchange distance is long, even when the IC card license is kept in the pocket, the information exchange between the IC card license and the non-contact IC card reader / writer can be performed only by sitting in the driver's seat.

The license ID read from the IC card license 4 is stored in the license ID area 48 of the data recording unit 13 from the non-contact IC card reader / writer 40 via the vehicle control unit 6. In addition, the data recording unit 13 includes a date area 50 and a time area 52 for recording information from the clock 16, a vehicle ID area 54 for storing data unique to the vehicle 2, and a fuel for recording information from the short-range communication unit 24. A unit price area 56, a flow area 58 for recording information from the fuel flow meter 34, a Toll area 60 for recording information from the ETC unit 26, and a distance area 62 for recording information from the odometer 36. Further, the vehicle control unit 6 calculates “10 km travel cost / time”, which will be described later, as an index related to the travel cost, and stores it in the 10 km travel cost / time area 64.

Further, the vehicle control unit 6 performs various calculations based on the data recorded in the data of the data recording unit, and respectively displays the fuel consumption column 65, the 10 km travel cost column 66, the 10 km travel cost / time column of the display unit 14, and Displayed in the navigation route determination prediction column 70. The significance of these displays will be described later. Further, the vehicle control unit 6 further announces necessary information to the driver through the speaker 72.

FIG. 2 is a block diagram showing details of the data recording unit 13 and the display unit 14 in the first embodiment of FIG. 1, but the same parts are denoted by the same reference numerals and redundant description is omitted. First, the data recording unit 13 is recorded separately in an area 102 for unit travel data 1, an area 2 for unit travel data 2, an area 106 for unit travel data 3, etc., except for the vehicle ID 54. How to create unit travel data will be described later. For example, the area 102 includes the unit ID data 48, the date area 50, the fuel unit price area 56, the flow area 58, the Toll area 60, the distance area 62, the time area 52, and the 10 km driving cost / time area 64 as the unit driving data 1. It has a data structure with The area 104, the area 106, and the like have the same data structure, but the number assignment and description are omitted to avoid complexity. Examples of such data will be described later.

In the display unit 14 of FIG. 2, the map column 22 and the instantaneous fuel consumption column 38 illustrated in the display unit 14 of FIG. 1 are omitted, and details of other columns in the display unit 14 are illustrated. The fuel consumption column 65 includes a latest fuel consumption column 108 that displays the average fuel consumption related to the latest unit travel data, a free average column 110 that indicates the average fuel consumption related to cumulative unit travel data in the free road driving state, and a unit of accumulation in the toll road driving state. There is a pay average column 112 indicating the average fuel consumption related to the travel data, and a total average 114 indicating the average fuel consumption of all accumulated unit travel data regardless of whether it is free or paid.

In addition, the fuel consumption column 65 shows whether the average displayed in the free average column 110, the pay average column 112, and the total average 114 is an individual average obtained by extracting only the driver's individual data, regardless of the driver. An individual / whole identification display column 116 is provided to indicate whether the total is the total average. The individual average can be calculated by data management based on the license ID from the IC card license 4 shown in FIG. 1, but the same vehicle 2 can be used by a family, or multiple vehicles can be shared by car sharing. 2 or when the same vehicle 2 is used by an unspecified number of people, such as a rental car, the fuel consumption can be extracted for each individual with different driving technique and driving tendency. It can be used for improvement.

The 10 km travel cost column 66 and the 10 km travel cost / time column 68 in the display unit 14 also have a latest column, a free average column, a pay average column, a total average, and an individual / total identification display column, respectively. Since these are the same as those described above, numbering and description are omitted to avoid complication.

Here, the “10 km travel cost” in the 10 km travel cost column 66 is a cost required to travel 10 km, and is defined by the following formula: 10 km travel cost = (flow rate × fuel unit price + Toll) × 10 km / travel Distance However, the unit is as follows: 10 km travel cost (¥) flow rate (&#8467;); fuel unit price (¥ / &#8467;); Toll (¥); travel distance (km)

The “10 km travel cost / time” in the 10 km travel cost / time column 68 is not only the cost but also the time taken for the 10 km travel cost. For example, even if the same 10 km is traveled at the same cost This is an indicator for considering that it takes more time to travel. For example, the 10 km travel cost / time is defined by the following formula: 10 km travel cost / time = 10 km travel cost × standard speed / actual speed As noted from the above formula, the 10 km travel cost / time is the speed of 10 km The unit is \ because it is corrected by the ratio.

Specifically, if the actual speed is double the standard speed, the time for traveling 10 km is halved, so the value of 10 km traveling cost / time defined by the above equation is halved. Conversely, if the actual speed is half of the standard speed, the time required to travel 10 km is doubled, so the value of 10 km travel cost / time defined by the above equation is doubled. In addition, since the above formula is defined to convert time into a monetary ratio, if the 10 km travel cost is doubled and the actual speed is half the standard speed, the 10 km travel cost / time amount does not change.

The concept of adding not only cost but also time to travel costs is not limited to the above formula, but the above formula proposes an intuitive concept that converts time into gold. The driving cost is not limited to defining around 10 km as in the above formula, but the fuel consumption is said to be “how many kilometers of liter”, and 10 km of liter is one guideline, so 10 km is adopted. Yes.

By the way, assuming the standard speed of 50 km / h for the 10 km travel cost / time of the above equation and assuming a liter of 100 yen as a gasoline fee, the 10 km travel cost in the standard travel model of “running at a speed of 50 km / h at a fuel efficiency of 10 km of liter”.・ It will be an intuitive standard that is 100 yen. And if the road conditions change and the speed is reduced to half, the time required for traveling is doubled, so the 10 km travel cost / time is 200 yen only by the time factor. Further, as the speed per hour decreases, the fuel consumption generally decreases. For example, if it is halved, the actual travel cost doubles the 10 km travel cost, and the total cost of the 10 km travel cost / time is 400 yen.

Further, as is apparent from the above definition of 10 km travel cost, the cost includes not only energy costs such as gasoline costs but also highway fees. Therefore, for example, when traveling on a highway with a section charge of 2500 yen for 100 km, the “10 km travel cost” includes a high-speed charge of 250 yen per 10 km. If the fuel consumption at this time is 20 km / liter and the fuel unit price is 100 yen, the energy cost per 10 km is 50 yen, and the “10 km travel cost” is 300 yen in total. If this section can be traveled at a speed of 100 km / h, the time required is half that of a standard travel at 50 km / h, so the “10 km travel cost / time” is 150 yen.

On the other hand, if you travel the same distance on the same distance with pay avoidance, the high-speed toll is zero, but if you can only run at an average speed of 25km and the fuel consumption has only increased by 5km liter, "10km traveling cost" is the energy cost Only minutes will be 200 yen. In addition, since the time is twice as long as when traveling at a standard speed of 50 km / h, the “10 km traveling cost / time” is 400 yen. In this way, the introduction of the “10 km travel cost” indicator that compares the increase in high-speed fare and fuel consumption in this way, and the “10 km travel cost / time” that can be compared by converting the time required to the amount, It is useful for traveling the vehicle considering the efficiency and the load on the environment by comparing the costs of traveling the vehicle from various angles.

Note that the mileage unit in the travel cost and travel cost / time indicators as described above is not limited to 10 km, but is based on the intuition that suits the actual situation according to improvements in vehicle fuel efficiency and road conditions. It is possible to adopt. Further, the standard speed is not limited to 50 km / h, and in the same manner, it is possible to adopt a vehicle that is associated with improvement in vehicle fuel efficiency and road conditions. Furthermore, the unit of cost combining cost and time is not only the above-mentioned index “cost and time per unit mileage”, but also “cost that can be traveled per unit time and amount spent on it” Indicators based on the concept of counter-effects can also be adopted.

The above is information relating to the evaluation of the track record that has been traveled, but the navigation route determination prediction column 70 in FIG. 2 displays information that is effective for prediction when the vehicle is about to travel. The car navigation function unit 20 in FIG. 1 searches for a plurality of reachable routes according to the destination input, and finds a pay avoidance route, a high speed priority route, a shortest distance priority route, a shortest time priority route, a recommended route, etc. suggest. When the driver selects one of these routes, guidance is started. The navigation route determination prediction column 70 in FIG. 2 manually calculates the fuel consumption, “10 km travel cost”, and “10 km travel cost / time” according to past travel results and road conditions, and selects the route of the driver. It serves as information.

The pay avoidance route column 118 displays each prediction information when traveling on the pay avoidance route in the average fuel consumption column 120, the 10 km travel cost column 122, and the 10 km travel cost / time column. The high-speed priority route column 126 and the recommended route column 128 display similar information, but the numbering and description are omitted to avoid complication. The recommended route column 128 can display a recommended route when the “10 km travel cost” is minimum or a recommended route where the cost is calculated based on the “10 km travel cost / time” by the driver's selection. Yes, it is possible to identify whether the recommendation is displayed by displaying “Cost / Cost”.

FIG. 3 is a table showing an example of data recorded in the data recording unit of FIG. 2, and shows 30 data from data 1 to data 30 as a model. The vehicle ID is “17”. Data 1 and data 3 to data 17 are driving data by the driver with the license ID “123”, and data 2 and data 18 to data 23 are driving data by the driver with the license ID “456”. It has become. Further, data 24 to data 27 are data in which a driver cannot be specified, and are data when a driver or the like of a license without automatic authentication setting has driven. The work at the end of FIG. 3 shows the sum of data 1 to 30 or the distance weighted average. Specifically, the flow rate, the distance, and the time are totals, and the average value obtained by weighted averaging of the 10 km travel cost / time by the distance of each data is shown.

Switching from data 1 to data 2 and from data 2 to 3 is due to the change of the driver. The switching from the data 3 to the data 4 is due to the occurrence of Toll from the road to the highway. Furthermore, switching from data 4 to data 5 is due to refueling during traveling on the highway, and the fuel unit price has changed. Data 5 to data 6 are switched based on a setting for automatically creating new data every 100 km. Data 6 to 7 are switched by switching to a setting that automatically creates new data every 10 km traveling in a state of less than 100 km traveling. Thereafter, data 7 to data 11 are automatically created every 10 km travel, and data 12 is due to getting off the expressway in a state of less than 10 km travel, and Toll is lost. The data 14 is newly created when the date changes in a state of traveling less than 10 km.

As described above, every time there is a change in the driver, Toll occurrence status, fuel unit price, unit travel amount setting, date, etc., data is newly created, and the unit travel amount that has been set even without these changes Each time the value reaches, new data is created. The 10 km travel cost / time is an amount that can be calculated from other data, but is not in a linear relationship with other data, so it is calculated for each data and stored as a data item.

FIG. 4 is a table in which some items are omitted for each data of FIG. 3 and items of values that can be calculated from these data are added. The part of the normal character is the same as in FIG. 3, and the part shown in italics is the item of the calculated value. Since the data 1 to 5 are models in which the travel distance is unified to 100 km for easy comparison, the calculated values are examined based on these models. In particular, the data 1 can be used as a standard for comparison when the vehicle travels at 50 km / h with a fuel consumption of 10 km / liter. At this time, both the 10 km travel cost and the 10 km travel cost / time are 120 yen. This also corresponds to 120 yen, which is the unit price of fuel per liter.

Data 2 shows a situation in which road conditions have deteriorated, speed per hour has decreased to 33.3 km, and fuel consumption has also decreased to 8.3 km per liter. The 10 km travel cost is 144 yen reflecting the worsening of fuel consumption. In addition, the 10km travel cost / time jumps to 216 yen, 1.5 times, reflecting the fact that it takes 1.5 times longer to travel. On the other hand, data 3 is a result of traveling on the freeway at a speed of 100 km / h, and the fuel consumption has been increased to 16.7 km / liter. As a result, the 10 km travel cost is 72 yen reflecting the improved fuel economy. Furthermore, the travel cost / time of 10 km is reduced to 36 yen, which is a half, reflecting that it takes only half of the data 1 to travel.

Data 4 is a one-hour drive on a highway with a toll of 2,000 yen at 100 km / h. Compared with data 3, the fuel cost is the same and the energy fee does not change. It is 272 yen. However, compared with data 1, the time it took was half, so the 10km travel cost / time was 136 yen, which is compressed to the same amount. Compared with data 2 with poor road conditions, the 10 km travel cost is higher due to the influence of Toll, but the time taken is 1/3 of data 2. Therefore, when compared with the travel cost / time of 10 km, it is reversed to 136 yen against 216 yen of data 2.

As described above, the actual cost of highway tolls is usually only noticed, but by introducing an indicator of 10 km travel costs, it is possible to compare fuel consumption improvements in terms of money. In addition, the introduction of the 10km travel cost / time indicator makes it possible to compare in terms of the amount of time it takes, and to make a clear cost-effectiveness factor of time and distance traveled. Can be evaluated. The last row in FIG. 4 shows average values obtained by weighted averaging of 10 km travel cost, fuel consumption, and hourly speed with respect to 30 data. Unlike the 10 km travel cost / time, the 10 km travel cost, fuel consumption, and speed are linearly related to other data, so that the weighted average can be easily calculated without storing each data.

The weighted average value in the last line of FIG. 4 is obtained when the individual / whole identification display column 116 displays “whole” on the display unit 14 of FIG. 2 and the fuel consumption column 65 of FIG. It is displayed in each total average column in the 10 km travel cost / time column 68, and is 14.4 km / &#8467;, 203 yen, and 129 yen, respectively.

FIG. 5 shows data obtained by extracting only data with Toll of zero from each data of FIG. 4, and shows an average value obtained by weighted averaging with the total and the travel distance in the last row. This weighted average value is obtained when the individual / whole identification display column 116 displays “whole” on the display unit 14 in FIG. 2, the fuel consumption column 65, the 10 km travel cost column 66, and the 10 km travel cost / time in FIG. 2. They are displayed in the respective free average columns in the column 68, and are 9.9 km / &#8467;, 116 yen and 142 yen, respectively.

On the other hand, FIG. 6 shows only the data in which Toll is generated from each data of FIG. 4, and shows the average value obtained by weighted averaging with the total and the travel distance in the last row. This weighted average value is obtained when the individual / whole identification display column 116 displays “whole” on the display unit 14 in FIG. 2, the fuel consumption column 65, the 10 km travel cost column 66, and the 10 km travel cost / time in FIG. 2. They are displayed in the respective paid fee average columns in the column 68, and are 18.5 km / &#8467; 245 yen and 123 yen, respectively.

In this way, by comparing the free average column and the paid average column in the fuel consumption column 65, it is possible to quantitatively grasp the fuel consumption during free running and the fuel consumption during paid running. According to the numerical values of the models in FIG. 5 and FIG. 6, it can be quantitatively grasped that the fuel consumption at the time of pay traveling with a high average speed is naturally extended. Further, if the free average column and the paid average column of the 10 km travel cost column 66 are compared, the amount of energy cost burden due to the increase in fuel consumption and the additional burden of high-speed toll can be compared comprehensively. Furthermore, if the free average column and the paid average column in the 10 km travel cost / time column 68 are compared, the cost effectiveness including time can be grasped. According to the models of FIG. 5 and FIG. 6, it can be seen that the charge is rather cheaper at the 10 km travel cost / time at the time of the charge.

FIG. 7 (A) shows only the data related to the driver whose license ID is “123” extracted from each data of FIG. 4, and the average value obtained by weighted averaging with the total and the travel distance is shown in the last row. Show. This weighted average value is obtained when the driver with the license ID “123” displays “individual” in the personal / whole identification display column 116 on the display unit 14 in FIG. 2 while driving. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in the respective total average columns, which are 15.0 km / &#8467;, 212 yen, 117 yen, respectively.

On the other hand, FIG. 7B shows only the data related to the driver whose license ID is “456” extracted from each data of FIG. 4, and the weighted average of the total and the travel distance in the last row Indicates the value. This weighted average value is obtained when the driver with the license ID “456” displays “individual” in the individual / whole identification display column 116 on the display unit 14 in FIG. 2 while driving. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in the respective total average columns, which are 8.2 km / &#8467;, 165 yen and 209 yen, respectively.

Comparing the data of FIG. 7 (A) and FIG. 7 (B), the driver of the license ID “123” and the driver of the license ID “456” are driven even though the same vehicle 2 is driven. It can be seen that the driving tendency is clearly different. Specifically, in the model of FIG. 7, the driver with the license ID “123” is driving with better fuel efficiency. However, as can be seen from the comparison of 10 km travel costs, this is due to the use of toll roads. However, comparing the 10 km travel cost / time, the driver with the license ID “123” is much cheaper for the 10 km travel cost including time.

FIG. 8A shows data obtained by extracting only data with a Toll of zero from all the data of the driver with the license ID “123” in FIG. 7, and weighted average with the total and travel distance in the last row. Average values are shown. This weighted average value is obtained when the driver with the license ID “123” displays “individual” in the personal / whole identification display column 116 on the display unit 14 in FIG. 2 while driving. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in the respective free average columns, which are 11.5 km / &#8467;, 99 yen and 100 yen, respectively.

On the other hand, FIG. 8B shows only the data where Toll is generated from all the data of the driver with the license ID “123” in FIG. The average value obtained by weighted averaging is shown. This weighted average value is obtained when the driver with the license ID “123” displays “individual” in the personal / whole identification display column 116 on the display unit 14 in FIG. 2 while driving. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in respective pay average columns, which are 17.2 km / &#8467;, 261 yen and 124 yen, respectively.

The fuel consumption, 10 km travel cost, and 10 km travel cost / time in FIG. 8A and FIG. 8B, which are the data of the driver with the license ID “123”, are the entire data of FIG. 5 and FIG. Compared to them, in the free data, the former is 11.5km / &#8467;, 99 yen and 100 yen respectively, whereas the latter is 9.9km / &#8467;, 116 yen, respectively. 142 yen. On the other hand, in the paid data, the former is 17.2 km / &#8467;, 261 yen and 124 yen, respectively, while the latter is 18.5 km / &#8467; 245 yen and 123 yen, respectively. From these comparisons, it can be seen that the license ID “123” is clearly efficient and good in free running, but slightly inefficient in paid running.

FIG. 9 is a basic flowchart showing functions of the vehicle control unit 6 of the vehicle 2 in the first embodiment of FIG. This flow starts when the vehicle 2 is ready to run. Specifically, in the case of a gasoline engine vehicle, the vehicle is ready for traveling when the ignition is turned on, and in the hybrid vehicle or electric vehicle, the traveling preparation switch is turned on, and the flow starts. When the flow starts, first, in step S2, it is checked whether or not the driver's license is an IC card license. If there is a license slot, an IC card license is inserted into the slot before the vehicle 2 is put in a running state, so that the IC card is accessed at step S2 and the above check is possible. . When the information exchange distance is long, the IC card license is accessed by bringing the IC card license into the vehicle and putting the vehicle 2 in the running state, and the check in step S2 becomes possible.

If it is confirmed in step S2 that it is an IC card license, the process proceeds to step S4, and the license data is read. In step S6, it is checked whether or not the read license ID has been registered in the vehicle 2. If registered, the process proceeds to the next navigation process. Details of the navigation process will be described later. When the navigation process in step S8 ends, the process proceeds to the personal data process in step S10. Further, in step S12, the whole data processing is performed. Details of the personal data processing in step S10 and the entire data processing in step S12 will be described later.

On the other hand, if it is not confirmed in step S2 that it is an IC card license, the process proceeds to step S14, where it is checked whether there is a manual license ID registration process operation. If there is an operation, the process proceeds to the registration process in step S16. To do. Details of the registration process will be described later. If the license ID is not registered in step S6, the process proceeds to step S16. This corresponds to the case where the vehicle 2 is driven for the first time with an IC card license. When the registration process in step S16 is completed, it is checked in step S18 whether the license ID registration is completed. If the registration is confirmed, the process proceeds to step S10. If registration is not confirmed, the process proceeds from step S18 to step S12. After that. If no manual ID registration operation is detected in step S14, the process immediately proceeds to step S12.

When the entire data processing in step S12 is completed, the process proceeds to step S20, and display on the display unit 14 is started. If the display has already started, the display is updated in step S20 according to the processing result of step S10 or step S12. And it progresses to step S22 and it is checked whether the vehicle 2 is drive | working. If the vehicle is traveling, the process proceeds to the unit traveling data acquisition process in step S24. Details thereof will be described later.

When the unit travel data acquisition process in step S24 is completed, it is checked in step S26 whether or not the unit travel data has been newly acquired. If so, the unit travel data is stored in step S28, and the process proceeds to step S30 and the license is again issued. Check if is registered. If registered, the process returns to the personal data process in step S10. If not registered, the process returns to the entire data process in step S12. Hereinafter, as long as it is confirmed that the vehicle is traveling in step S22, the loop of step S10, step S12 and step S20 to step S30 is repeated to accumulate the unit traveling data.

If it becomes impossible to detect the travel of the vehicle in step S22, the process proceeds to step S32. If no unit travel data is acquired in step S26, the process proceeds to step S32. In step S32, it is checked whether or not the vehicle is in a travelable state. If the vehicle is in a travelable state, the process returns to step S22, waits for the next travel while repeating steps S22 and S32, and when this is detected, returns to the loop from step S22 to step S24.

On the other hand, when it is detected in step S32 that the vehicle is no longer able to travel, the process proceeds to step S34, and the latest data is stored in the nonvolatile portion of the data recording unit 13. Next, in step S36, it is checked whether or not the license writing setting is set. If the writing setting is set, the latest data relating to traveling such as personal fuel consumption is written in the license and the flow is ended. On the other hand, if it is not write setting, the flow is immediately terminated. The latest travel-related data written in the license in step S38 is read and updated by the other vehicle when driving the other vehicle. In this way, personal driving data such as personal fuel consumption is updated and stored in the IC card license regardless of the vehicle.

FIG. 10 is a flowchart showing details of the registration process in step S16 of FIG. When the flow starts, it is checked in step S42 whether the new license management capacity in the vehicle 2 is sufficient. If the capacity is OK, the process proceeds to step S44, and it is checked whether or not the registration is a manual operation. This corresponds to checking whether or not the process has reached step S16 via step S14.

If it is not registered by manual operation in step S44, it means that the operation has been performed for the first time with a new IC card license, so that it has reached step S16 via step S6, so that it corresponds to the new IC card license. The process proceeds to step S46 and subsequent steps. First, in step S46, it is checked whether or not the custom setting corresponds to an unregistered state in the IC card license that has been automatically registered with ID. If it does not correspond to such a state, the process proceeds to step S48 to check whether or not the setting for permitting automatic registration is set on the IC card license side, and if it can be confirmed, the new IC card is checked in step S50. The license ID of the license is automatically registered. Next, in step S52, registration for automatically managing the fuel consumption and the like in the vehicle 2 for each license ID is performed, and a display area for the license ID newly automatically registered in step S54 is prepared. Transition.

On the other hand, if it is detected in step S44 that the flow of FIG. 10 has been started by an operation for registering a license ID by manual operation, the process immediately proceeds to step S56. Further, when it is detected in step S46 that the custom setting is not registered in the IC card license that has been automatically registered with ID, or the setting that permits automatic registration is set in the IC card license side in step S48. If it is not possible to detect that it is set in step S5, the process proceeds directly to step S56.

In step S56, it is checked whether or not the vehicle 2 is traveling. If it is confirmed that the vehicle is not running, the process proceeds to step S58, and a display for prompting manual license ID registration input or manual setting manual input for automatic license ID registration is performed. In response to this display, if it is detected in the next step S60 that there is a manual operation within a predetermined time, the flow proceeds to step S62, and manual setting is registered. Further, in step S64, registration by ID corresponding to manual setting is performed and a display area for the registered license ID is prepared, and the process proceeds to step S68.

On the other hand, if it is detected in step S56 that the vehicle 2 is traveling, the process proceeds to step S70, indicating that manual registration is incomplete, and proceeds to step S68. This is to prevent the execution of step S58 and step S60 during traveling and prevent unexpected traffic accidents. In addition, when the manual operation within the predetermined time cannot be confirmed in step S60, the process proceeds to step S68. Further, if it is not detected in step S42 that the new license management capacity in the vehicle 2 is sufficient, the process proceeds to step S72, a display indicating that individual management is not possible is performed, and the process proceeds to step S68.

In step S68, it is checked whether automatic navigation processing setting is performed. If the setting is confirmed, the navigation processing of step S74 is entered, and the flow of FIG. On the other hand, if the automatic navigation processing setting cannot be confirmed in step S68, the flow is immediately terminated. The navigation process in step S74 is common to the navigation process in step S8 of FIG. 9, but the details thereof will be described later.

FIG. 11 is a flowchart showing details of the personal data processing in step S10 of FIG. When the flow starts, it is checked in step S82 whether or not personal data is already being displayed. If not, the process proceeds to step S84, and the latest distance weighted average data for the individual driver is read. Further, in step S86, the latest unit travel data for the driver is read out and the process proceeds to step S88. On the other hand, if the personal data is not being displayed in step S82, the process directly proceeds to step S88.

In step S88, it is checked whether or not the latest unit travel data is new that has not yet been included in the weighted average, and if so, the process proceeds to step S90 to perform processing for adding the new data to the distance weighted average data. Details of this new data inclusion processing will be described later. Further, in step S92, the calculation result is overwritten on the data before calculation as new distance weighted average data, and the process proceeds to step S94. On the other hand, if it is determined in step S88 that the latest unit travel data has already been included in the weighted average and is not new, the process proceeds directly to step S94.

In step S94, it is checked whether or not the weighted average display is selected, and if applicable, the process proceeds to step S96, the latest weighted average data is sent to the display buffer, and the process proceeds to step S98. On the other hand, if the weighted average display is not selected in step S94, the process proceeds to step S100, the latest unit travel data is sent to the display buffer, and the process proceeds to step S98.

Step S98 checks whether the storage capacity of the unit travel data is full. Then, if the unit is full, a plurality of unit travel data are grouped according to a predetermined rule from the oldest one according to whether it is individual or paid or free, and a weighted average is performed to roughly unit the unit travel data. Thereby, a capacity for storing new unit travel data is secured. Further, the process goes to step S104 to check the presence / absence of unit travel data that cannot be individually identified. If there is such data, the process proceeds to step S106, and a plurality of unit travel data are collectively weighted and averaged according to a predetermined rule for data that cannot be individually identified, whether charged or free, and the flow ends.

As described above, in step S104 and step S106, unit travel data can be summarized even for data that cannot be individually identified, and a capacity for storing new unit travel data is secured. On the other hand, when the storage capacity of the unit travel data is not full in step S98, or when the unit travel data that cannot be individually identified cannot be detected in step S104, the flow is immediately terminated.

FIG. 12 is a flowchart showing details of the entire data processing in step S12 of FIG. This flow is basically the same as in FIG. When the flow starts, it is checked in step S108 whether or not the entire data is already being displayed. If not, the process proceeds to step S110, and the latest overall distance weighted average data is read out. Further, in step S112, the latest unit travel data is read and the process proceeds to step S114. On the other hand, if the entire data is not being displayed in step S108, the process directly proceeds to step S114.

Step S114 is the same as step S88 of FIG. 11, and checks whether the latest unit travel data is new that has not yet been included in the weighted average. In the following, steps S90 to S106 in FIG. 12 are the entire data, but the processing contents are the same as those in FIG. 11, so the same numbers are assigned to the steps, and description of each step is omitted.

Each step in FIG. 12 is a detail of step S12 in FIG. 9, and is subsequent to step S10 in FIG. 9 for executing each step in FIG. Nevertheless, the reason why Steps S98 to S106 are the same as those in FIG. 11 in FIG. 12 is as follows. That is, as is clear from FIG. 9, the route to step S12 includes a route from step S14 or step S18 directly to step S12 in addition to step S10. In the latter case, there is a possibility that the unit travel data storage capacity is full and the process reaches step S12. Therefore, in such a case, it is necessary to detect this in step S98 in FIG. 12 and perform the processing from step S102 onward. In FIG. 10, if step S102 and the subsequent steps are already executed, there is no problem because the flow is immediately terminated from step S98 in FIG.

FIG. 13 is a flowchart showing details of the new data inclusion process in step S90 of FIG. 11 or FIG. When the flow starts, it is checked in step S122 whether the unit travel data is paid travel data that generates Toll. If it is pay unit travel data, the latest distance weighted average pay fuel consumption is selected in step S124, and the new unit travel fuel consumption is included in the distance weighted average in step S126.

Next, in step S128, the latest distance weighted average pay 10 km travel cost is selected, and in step S130, the new unit travel 10 km travel cost is included in the distance weighted average. Further, in step S132, the latest distance weighted average pay 10 km travel cost / time is selected, and in step S134, the new unit travel 10 km travel cost / time is added to the distance weighted average, and the flow ends.

On the other hand, when it is determined in step S122 that the unit travel data is not paid travel data in which Toll is generated, it means that the travel data is free travel data, and the process proceeds to step S136 and the subsequent steps. In step S136, the latest distance weighted average free fuel consumption is selected, and in step S138, the new unit travel fuel consumption is included in the distance weighted average. Next, the latest distance weighted average free 10 km travel cost is selected in step S140, and the new unit travel 10 km travel cost is included in the distance weighted average in step S142. In step S144, the latest distance weighted average free 10 km travel cost / time is selected, and in step S146, the new unit travel 10 km travel cost / time is added to the distance weighted average, and the flow ends.

FIG. 14 is a flowchart showing details of the unit travel data acquisition process in step S24 of FIG. When the flow starts, it is first checked in step S152 whether the license ID has been changed. This corresponds to the presence or absence of a driver change. If no change in the license ID is detected, the process proceeds to step S154, where it is checked whether there is a change in the date. If there is no change in the date, the process proceeds to step S156 to check whether there is a change in toll / payment for traffic. This corresponds to whether or not the toll expressway is in and out. If there is no charge / free change, the process proceeds to step S158 to check for the presence of refueling. This is to prepare for a change in fuel unit price. If there is no refueling, check if the mode has changed.

If no mode change is detected in step S162, the process proceeds to step S162 to check whether the vehicle is traveling in the unit distance (for example, 10 km) traveling mode. If applicable, the process proceeds to step S164, and it is checked whether or not the vehicle has traveled a unit distance after the start of accumulation of new unit travel data. When it is detected that the vehicle has traveled a unit distance, the process proceeds to step S166 to start accumulating new unit travel data, and to end the previous unit travel data accumulation that has been accumulated so far in step S168. Further, in step S170, the accumulation end data is determined as newly acquired unit travel data, and the flow ends.

The above is a case where unit travel data is acquired by unit distance travel. When a change in license ID is detected in step S152, a date change is detected in step S154, and a pay / free change is detected in step S156. When refueling is detected at step S158 and when mode change is detected at step S160, the process proceeds to step S166 and the subsequent steps to obtain unit travel data. On the other hand, when it is detected that the vehicle has not traveled in the unit distance travel mode at step S162, it means that there is no situation in which new unit travel data accumulation should be started, so the flow is immediately terminated. Further, even when traveling in the unit distance traveling mode, if it is determined in step S164 that the unit distance traveling has not yet been reached, the flow is immediately terminated.

FIG. 15 is a flowchart showing details of the navigation process in step S8 of FIG. 9 or step S74 of FIG. The navigation process in FIG. 15 starts even when a manual operation for performing the navigation process is performed. When the flow starts, first, in step S182, a display for guiding the execution of the navigation process and an instruction to start announcement are issued. Next, in step S184, it is checked whether there has been a manual operation within a predetermined time from the start of display and announcement. If an operation is detected, it is checked in step S186 whether destination setting has been performed.

If the destination setting is confirmed, the process proceeds to step S188, and it is checked whether the license ID has been registered. If it has already been registered, the process proceeds to step S190, and it is checked whether or not there is a record of personal data of past results. If there is personal data, it is read in step S192, and the process proceeds to step S194. On the other hand, if the license ID has not been registered in step S188, or if there is no personal data in step S190, the process proceeds to step S196, where the entire past performance data is read, and the process proceeds to step S194. These read data are used for assumption and prediction of candidate route information based on the following past results.

In step S194, a plurality of reasonably possible candidate routes are extracted. In step S198, one of the routes is selected, and in step S200, an assumed fuel consumption is calculated. In step S202, an estimated 10 km travel cost is calculated. Further, in step S204, an assumed 10 km travel cost / time is calculated. After the above, it is checked whether or not all candidate routes have been calculated in step S206, and if there are uncalculated routes, the process returns to step S198 to select the next one route. Step S198 to Step S206 are repeated until

When it is detected in step S206 that the calculation has been completed for all routes, the process proceeds to step S208, and predicted values of the pay avoidance route and the high speed priority route are displayed. This display corresponds to the display in the pay avoidance column 118 and the high speed priority column 126 of FIG. In step S210, the predicted value of the recommended route based on the cost or the recommended route based on the cost and the required time is displayed. This display corresponds to the display in the recommendation column 128 of FIG. 2, and which recommended route is displayed can be selected and switched. After the above display, it is checked whether or not a route determination operation has been performed in step S212. When the operation is confirmed, the flow ends. Thereafter, guidance is started by the car navigation function unit 20 of FIG.

If no route confirmation operation is detected in step S212, the process returns to step S208 to continue displaying the predicted value. Meanwhile, in step S210, the recommended route based on the cost and the recommended route based on the cost and the required time can be switched and displayed. If no operation is performed within the predetermined time in step S184, the flow is immediately terminated. As a result, when there is no intention of the navigation process, step S8 in FIG. 9 or step S74 in FIG. 10 can be promptly ended and the process can proceed to the next step without any operation. If the destination setting cannot be detected in step S186, the process proceeds to step S214. If a predetermined time has elapsed, the process returns to step S186 to wait for the destination setting. If the passage of the predetermined time is detected in step S214, the flow is immediately terminated.

FIG. 16 is a basic flowchart showing functions of the vehicle control unit 6 of the vehicle 2 according to the second embodiment of the present invention. In addition, the structure of the vehicle 2 of Example 2 is the same as that of Example 1, and can be understood based on FIG. 1 and FIG. The difference between the second embodiment and the first embodiment is that the flow of FIG. 9 of the first embodiment starts when the vehicle is ready to travel, whereas the flow of FIG. 12 of the second embodiment is the ignition on or travel preparation switch. The flow starts by turning on the power, but the power does not start by itself, but the power is started only after the authentication of the IC card license is successful and the vehicle is ready to run. That is, an unqualified driver who cannot authenticate the IC card license cannot bring the vehicle 2 into a travelable state. As a result, security measures such as vehicle theft are taken.

Hereinafter, FIG. 12 will be specifically described. When the flow starts, as in FIG. 9, first, in step S222, it is checked whether or not the driver's license is an IC card license. If it is confirmed in step S222 that it is an IC card license, the process proceeds to step S224, and the license data is read. In step S226, it is checked whether or not the read license ID has been registered in the vehicle 2. If registered, the process proceeds to power start in step S228.

On the other hand, if it is not confirmed in step S226 that the read license ID has been registered in the vehicle 2, the process proceeds to step S230. If it is not confirmed in step S222 that the IC card is a license, the process proceeds to step S230. In step S230, an instruction to start displaying “Add power start” is given. In step S232, qualification registration processing is performed. This process is not something that the driver can do without permission, but only qualified persons such as the owner of the vehicle 2 or car sharing or rental car manager can perform the process after qualification authentication. This is for registering a license or for registering a license ID for temporarily permitting driving of the vehicle 2 if it is not an IC license.

When the qualification registration process of step S232 is completed, the process proceeds to step S234, and after confirming the completion of the license ID registration, the process proceeds to step S228. On the other hand, if the completion of the license registration cannot be confirmed in step S234, the process returns to step S230, and thereafter, from step S230 to step S234 is repeated until the registration of the license ID is completed or the qualification registration process is stopped by interruption. Note that the qualification registration process in step S232 ends not only when the registration process is completed but also when the registration process is stopped or when there is a trouble in the registration process, and the process ends according to a predetermined rule, and the process proceeds to step S234. It is.

When power is started in step S228, the process proceeds to navigation processing in step S236. This is the same processing as that in step S8 of FIG. Next, in step S238, it is checked whether or not personal data is stored in the vehicle 2. If there is storage, personal data processing in step S240 is performed, and the process proceeds to step S242. On the other hand, if the accumulation of personal data cannot be confirmed in step S238, the entire data processing is performed in step S244, and the process proceeds to step S242. The personal data processing in step S240 and the entire data processing in step S244 are the same as the personal data processing in step S10 and the entire data processing in step S12 in FIG. 9, respectively.

Since steps S242 to S252 in FIG. 16 are the same as steps S20 to S28 in FIG. In FIG. 12, when the unit travel data storage in step S252 is completed, the process returns to step S238. Hereinafter, it is detected in step S246 that it is not possible to travel or there is no confirmation of acquisition of unit travel data in step S250. Except for the above, steps S238 to S252 are repeated. In FIG. 12, since there is no driving | running | working in a license unregistered state, the step like step S30 of FIG. 9 is not provided. Since step S254 is the same as step S32 in FIG. 9, the description of its significance and function is omitted. Further, since the latest data processing in step S256 is a combination of step S34 to step S38 in FIG. 9, the description thereof is also omitted.

FIG. 17 is a block diagram showing Example 3 of the fuel consumption meter system according to the embodiment of the present invention. The third embodiment specifically shows a configuration in which a card slot 380 is provided in the vehicle 302 in order to correspond to the ETC card combined IC card license 304. The ETC card combined IC card license 304 has an antenna coil 342, a control unit 344, and a storage unit 346 in the same manner as the IC card license 4 of FIG. 1. However, unlike the IC card license 4, since the IC card license is also used as a credit card for ETC, the storage unit 346 also stores information as a credit card, and the control unit 344 is also credited. A card function is added.

A non-contact IC card reader / writer 340 is arranged in the card slot 380, and exchanges information related to the IC card license similar to the first embodiment based on the control of the vehicle control unit 6 and also for ETC credit settlement. Exchange necessary information. The vehicle control unit 6 performs credit settlement for the highway toll by exchanging with the non-contact IC card reader / writer 340 and exchanging the Toll gate signal via the ETC unit 26.

The configurations of the ETC card combined IC card license 304 and the card slot 380 as described above are also applicable to the first and second embodiments. 17 is the same as that of the first embodiment of FIG. 1, the corresponding parts are denoted by the same reference numerals, and the description thereof is omitted. Also, in FIG. 17, for the sake of simplicity, details of the vehicle control unit 6, the vehicle function unit 10, the data recording unit 13, and the display unit 14 are not shown, but the detailed configuration of these parts is also illustrated in the embodiment of FIG. 1 and common.

The implementation of the various features of the invention is not limited to the embodiments described above. For example, in the case of Example 3 in FIG. 17, the ETC card / IC card license 307 is a non-contact type. However, when the card slot 380 is provided, it may be configured as a contact type ETC card / IC card license. Good. In this case, the non-active IC card reader / writer 340 is a contact type IC card reader / writer.

Further, in the case of the third embodiment shown in FIG. 17, the ETC card / IC card license 304 is inserted into the card slot 380. However, the ETC card and the IC card license are different cards. An IC card license may be inserted into the card slot 380 for authentication and then removed, and then an ETC card may be inserted.

Further, if the IC card reader / writer 340 is a contact / non-contact compatible type, it is possible to deal with a case where one of the IC card license and the ETC card is a contact type and the other is a non-contact type. Further, both a contact type IC card reader / writer and a non-contact type IC card reader / writer may be provided in the card slot 380. In any case, at least the card slot 380 is also used, and the driver never gets lost in the insertion place.

The present invention can be applied to a cost display device such as a fuel consumption meter of a vehicle.

6, 34, 36.4, fuel consumption measurement unit

6 Control unit

6, 40, 340 License Identification Department

6, 16 Travel time measurement unit 6 Calculation unit 20 Travel route extraction unit 6 Cost estimation unit

6 Time estimation part

6 management department

380 slots

Claims (4)

Based on information from the information exchange unit, an information exchange unit with the license or the credit card inserted in the insertion unit, an insertion unit for inserting a license and a credit card for toll road fee settlement An identification unit for identifying the license inserted by the driver himself into the insertion unit, and a control for writing the latest information from the vehicle into the license inserted in the insertion unit by the information exchange unit And an ETC unit that performs toll road fee settlement during traveling by exchanging information between the credit card inserted into the insertion unit by the driver and the information exchange unit, and the control unit includes the insertion The latest information from the vehicle written in the license before being inserted into the section is read out from the license inserted into the insertion section by the information exchanging section. Both the information exchange system. The control unit reads the latest information from another vehicle written in the license before being inserted into the insertion unit by the information exchange unit from the license inserted into the insertion unit. The vehicle information exchange device according to claim 1. 3. The vehicle information exchange apparatus according to claim 1, further comprising a management unit that registers a license in advance in the identification unit. Vehicle information exchange according to any one of claims 1 to 3, characterized in that includes information from the ETC unit in the information to be written to the license to be inserted into the insertion portion by the information exchange section apparatus.