JP6654311B2 - 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 traveling distance known from a flow rate of fuel injected into an engine, a diameter of a wheel, and a rotation amount of the wheel, and a display is generally used as an “instantaneous fuel consumption meter”.

However, there is a problem that needs to be further considered for providing appropriate information to the driver.

Japanese Patent Application Laid-Open No. Hei 10-115249

  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 a driver with useful information for driving with a high economic efficiency and a low environmental load. It is in.

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-described problems, the present invention provides a fuel efficiency measurement unit that measures fuel efficiency, a control unit that counts the measured fuel efficiency for each driver, and a display unit that displays fuel efficiency for each driver based on this control unit. A vehicle information display device having the same is provided. Thereby, when a plurality of people drive the same vehicle, it is possible to know the fuel efficiency at their own responsibility. Therefore, it is possible to work together with family members with the aim of driving with low environmental impact if the economic efficiency is high, and it is possible to grasp fuel efficiency information like a private car even in a rental car or car sharing.

According to a specific feature of the present invention, the control unit tallies the fuel efficiency according to whether a toll road toll is generated, and the display unit displays the fuel efficiency according to whether a toll road toll is generated based on the control unit. On toll roads, high-speed tolls will be charged, while fuel economy will increase and gasoline costs will decrease. Therefore, by collecting the fuel efficiency for each individual and for whether or not a toll road toll is generated, it is possible to analyze the traveling cost more finely for each individual.

According to another specific feature of the present invention, there is provided a license identification unit, and the control unit counts fuel consumption for each driver based on the identification unit. As a result, the individual can be easily identified, and the fuel efficiency can be calculated for each individual without imposing a burden on the driver.

According to another feature of the present invention, a fuel efficiency measurement unit that measures fuel efficiency, a control unit that aggregates fuel efficiency measured by the fuel efficiency measurement unit according to whether a toll road is generated, and a control unit that determines whether a toll road is generated. A vehicle information display device having a display unit for displaying fuel efficiency is provided. As described above, toll roads generate high-speed tolls, while fuel efficiency increases and gasoline costs decrease. Therefore, total fuel cost can be analyzed by totalizing the fuel efficiency according to whether or not a toll road is generated.

According to the specific feature of the present invention, the control unit calculates the total cost necessary for traveling by integrating the fuel cost measured by the fuel efficiency measurement unit, the energy fee based on the fuel unit price, and the toll road fee, and the display unit displays Display the calculated total cost. As a result, it is possible to clearly know the total cost for driving that combines the energy fee such as gasoline fee and the high-speed fee.

According to a more specific feature of the present invention, there is provided a travel time measurement unit, and the control unit takes into account the travel time measured by the travel time measurement unit, and includes an overall cost including travel and a time required for travel. The cost is calculated, and the display unit displays the calculated total cost. Since the vehicle travels to reach the destination, the total cost cannot be said to be the same if the cost is the same but the time is doubled. The feature described above provides the driver with the total cost including the travel time as information from such a viewpoint.

According to another feature of the present invention, a total cost required for traveling is calculated by integrating a fuel efficiency measuring unit for measuring fuel efficiency, an energy fee based on the fuel efficiency measured by the fuel efficiency measuring unit, an energy fee based on a fuel unit price, and a toll road fee. A vehicle information display device having a control unit and a display unit for displaying the total cost calculated by the control unit is provided. Fuel economy is usually described as "liters per kilometer" and is only indirectly recognized as the cost. The feature described above is to clearly convert this into a monetary amount as an energy fee, and, if there is a toll road toll, to calculate the total cost necessary for traveling with a clear amount.

According to another feature of the present invention, a calculation unit for calculating a travel cost, a travel time measurement unit, a control unit for calculating a total cost including a cost for travel and a time for travel, and a control unit A display device for displaying the calculated total cost is provided. As a result, both the amount of money and the time taken to reach the destination are integrated as travel costs.

According to another feature of the present invention, an extraction unit for a plurality of traveling routes, a cost estimation unit for estimating an estimated traveling cost for the extracted plurality of routes, and an expected traveling for the extracted plurality of routes A vehicle information display device having a time estimating unit for estimating time, a control unit for calculating an estimated total cost including the estimated travel cost and the estimated travel time, and a display unit for displaying the estimated overall cost calculated by the control unit is provided. Provided. In the normal car navigation, when a destination is set, a plurality of traveling routes are extracted from different viewpoints such as avoiding toll, giving priority to high speed, giving priority to distance, and giving priority to time. A recommended route from a comprehensive point of view is also proposed. However, these multiple routes have different viewpoints for comparison, and their relationships are ambiguous. On the other hand, according to the feature of the present invention, since the estimated total cost including the estimated travel cost and the estimated travel time is calculated for a plurality of travel routes, the plurality of routes are compared from a common viewpoint in light of the purpose of travel. be able to.

According to the specific feature of the present invention, the display unit displays, as the recommended route, a traveling route with the lowest estimated total cost. Since this is a recommendation based on a comparison of other routes from a common viewpoint, the meaning of the display is clear, and is useful and convincing information for the driver.

According to another specific feature of the present invention, the cost estimating unit refers to past fuel efficiency data of the vehicle for estimation. This makes it possible to estimate the actual cost more than simply the average fuel efficiency and the cost estimation based on road conditions.

According to a more specific feature of the present invention, the cost estimation unit refers to past fuel efficiency data for each driver in the estimation. As a result, reliable cost estimation can be performed based on the result of the fuel efficiency data of the vehicle based on the past driving tendency of the driver who needs the current estimation information.

According to another feature of the present invention, an information exchange unit with the license, an identification unit for identifying the license based on the information from the information exchange unit, and information from the vehicle is written on 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 the information from the vehicle into the license in addition to the identification of the individual fuel consumption and the like as described above, or the identification of the license such as for authentication of the driving qualification of the vehicle described later. Therefore, even when driving a plurality of vehicles by a rental car, car sharing, or the like, for example, it is possible to accumulate only information relating to one's own driving in one's license.

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

According to another feature of the present invention, there is provided a vehicle information exchange device having a license identification unit and a control unit that determines whether to permit the vehicle to run based on the identification unit. In recent years, IC card licenses have been realized, but according to the features of the present invention, the data of the license can be easily identified by the identification unit. Theft can be prevented.

According to the specific feature of the present invention, the management unit for registering the license in the identification unit in advance is provided in the vehicle information exchange device. As a result, the driving qualification of the car can be registered, and the management of the driving qualification of the car sharing and the rental car can be easily performed.

According to another feature of the present invention, there is provided a vehicle information exchange device 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, but according to the features of the present invention, it is easy to identify personal mileage or the like as described above or to identify a license for authentication of a driving qualification of a vehicle. Can be.

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

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

It is a drawing substitute photograph which showed the block diagram of Example 1 of the fuel economy meter system concerning an embodiment of the invention. (Example 1) FIG. 1 is a drawing substitute photograph showing a detailed block diagram of the data recording unit and the display unit 14. 3 is a photograph as a drawing substitute showing a table of an example of data recorded in a data recording unit in FIG. 2. 4 is a photograph as a drawing 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. 5 is a drawing substitute photograph of a table in which only data with zero Toll is extracted from each data of FIG. 4. 5 is a drawing substitute photograph showing a table in which only data in which Toll has occurred is extracted from each data of FIG. 4. FIG. 5 is a drawing substitute photograph showing a table in which data is extracted for each license ID from each data of FIG. 4. FIG. 9 is a photograph as a drawing showing a table in which the data of FIG. 7A is separated and extracted according to the presence or absence of Toll. FIG. 9 is a drawing-substituting photograph showing a basic flowchart of the function of the vehicle control unit in the first embodiment of FIG. 10 is a drawing-substitute photograph showing a detailed flowchart of step S16 in FIG. 9. 10 is a photograph as a substitute for a drawing, showing a detailed flowchart of step S10 in FIG. 9. 10 is a photograph as a drawing substitute showing a detailed flowchart of step S12 in FIG. 9. 13 is a drawing substitute photograph showing a detailed flowchart of step S90 in FIG. 11 or FIG. 10 is a photograph as a drawing substitute showing a detailed flowchart of step S24 in FIG. 9. 10 is a drawing-substituting photograph showing a detailed flowchart of step S8 in FIG. 9 or step S74 in FIG. 10. 7 is a photograph as a drawing showing a basic flowchart of functions of a vehicle control unit in Embodiment 2 of the present invention. (Example 2) It is a drawing substitute photograph which showed the block diagram of Example 3 of the present invention. (Example 3)

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

The vehicle 2 has a vehicle control unit 6 including a computer that controls the entire vehicle, and controls the vehicle function unit 10 in accordance with an operation of the operation unit 8 by a driver of the vehicle. The functions of the vehicle control unit 6 are 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 required for operating the operation unit 8 and to display a control result and a calculation result. The vehicle control unit 6 has a clock unit 16, and time information of the clock unit 16 is used in various functions. In addition, the time of the clock unit 16 is automatically corrected to a correct time as appropriate based on external time information.

The GPS unit 18 obtains information on the absolute position of the vehicle 2 such as latitude, longitude, and altitude 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 field 22 of the display unit 16. The vehicle 2 further includes a vehicle short-range communication unit 24, which wirelessly receives information such as a refueling amount / power supply amount, a unit price, and a payment amount at a refueling / 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 an entrance of an expressway, 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 economy 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. Then, the fuel flow meter 34 measures the flow rate of the fuel injected into the engine and sends it to the vehicle control unit 6, and the odometer 36 determines the traveling distance from the wheel diameter of the traveling mechanism 28 and the amount of rotation known in advance. The measurement is sent to the vehicle control unit 6. The vehicle control unit 6 calculates the instantaneous fuel efficiency based on the traveling distance and the fuel flow rate obtained in this way, and displays the instantaneous fuel efficiency in the instantaneous fuel efficiency 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 a radio wave from the non-contact IC card reader / writer 40 and generates driving power. Then, the control unit 44 reads the data such as the license ID stored in the storage unit 46 by using the electric power and sends the data to the non-contact IC card reader / writer 40 and the data such as the fuel consumption sent from the non-contact IC card reader / writer 40. It is stored in the storage unit 46. The license ID exchanged at this time is used as information for managing fuel efficiency data for each driver, as described later, and is also used for authentication of the driving qualification of the vehicle 2 as in Example 2 described later. be able to.

In order to reliably exchange information between the IC card license 4 and the non-contact IC card reader / writer 40 as described above, a license slot for inserting an IC card license is provided in the vehicle 2, and the license slot is provided in the license slot. It is desirable to arrange a non-contact IC card reader / writer 40. In addition, the ETC unit 26 is usually provided with a card slot for inserting a credit card. Therefore, if the IC card license has a credit card function, the IC card license can also be used as a credit card slot, and the IC card license can be inserted here. If the information exchange distance can be increased, the information exchange between the IC card license and the non-contact IC card reader / writer becomes possible only by sitting in the driver's seat even if the IC card license is kept in the pocket.

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. The data recording unit 13 further 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. It has 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 traveling cost / time”, which will be described later, as an index relating to traveling cost, and stores the computed “10 km traveling cost / time” in the 10 km traveling cost / time area 64.

The vehicle control unit 6 further performs various calculations based on the data recorded in the data of the data recording unit, and respectively performs a fuel consumption column 65, a 10km traveling cost column 66, a 10km traveling cost / time column, and It is 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 the 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 will be omitted. First, the data recording unit 13 records data other than the vehicle ID 54 separately in an area 102 for unit traveling data 1, an area 2 for unit traveling data 2, an area 106 for unit traveling data 3, and the like. How to create the unit traveling data will be described later. For example, the area 102 includes the license ID area 48, the date area 50, the fuel unit price area 56, the flow rate area 58, the Toll area 60, the distance area 62, the time area 52, and the 10 km travel cost / time area 64 as the unit travel data 1. The data structure has The area 104, the area 106, and the like have the same data structure, but the numbering and description will be omitted to avoid complication. Examples of such data will be described later.

In the display unit 14 in FIG. 2, the map column 22 and the instantaneous fuel consumption column 38 shown in the display unit 14 in FIG. 1 are omitted, and details of other columns in the display unit 14 are shown. The fuel efficiency column 65 includes a latest fuel efficiency column 108 displaying the average fuel efficiency related to the latest unit driving data, a free average column 110 indicating the average fuel efficiency related to the accumulated unit driving data in the free road driving state, and a cumulative unit in the toll road driving state. It has a paid average column 112 indicating the average fuel efficiency related to the traveling data, and a total average 114 indicating the average fuel efficiency of all the accumulated unit traveling data regardless of whether it is free or paid.

Further, in the fuel efficiency column 65, the average displayed in the above-mentioned free average column 110, paid average column 112, and total average 114 is a personal average obtained by extracting only individual driver data. There is an individual / entire identification display field 116 for indicating whether the total average is obtained. The individual average can be calculated by data management based on the license ID or the like from the IC card license 4 shown in FIG. 1. However, the same vehicle 2 can be used by a family, or a plurality of people can share the same vehicle by car sharing. 2 or use of the same vehicle 2 by an unspecified number of people, such as a rental car, it is possible to extract fuel efficiency for individuals with different driving techniques and driving propensities, so that awareness of eco-driving and safe driving It can be used for improvement.

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

Here, “10 km traveling cost” in the 10 km traveling cost column 66 is the cost required to travel 10 km, and is defined by the following equation: 10 km traveling cost = (flow rate × fuel unit price + Toll) × 10 km / travel. Distance However, the unit is as follows: 10 km Travel cost (￥) Flow rate (&); Fuel unit price (￥ / ℓ); Toll (￥); Travel distance (km)

Further, the “10 km traveling cost / time” in the 10 km traveling cost / time column 68 is not only the cost required for traveling 10 km but also the time taken into account, and for example, even if the same 10 km travels at the same cost. This is an index for considering that the longer the traveling time, the higher the cost. The 10 km traveling cost / time is defined by, for example, the following formula: 10 km traveling cost / time = 10 km traveling cost × standard hourly speed / actual hourly speed As is clear from the above equation, 10 km traveling cost / hour is calculated by subtracting 10 km traveling hour / hour. The unit is ￥ because it was corrected by the ratio.

Specifically, if the actual speed is twice the standard speed, the time for traveling 10 km is halved, and the value of the 10 km traveling cost / time defined by the above equation is halved. Conversely, if the actual speed per hour becomes half of the standard speed, the time required to travel 10 km will be doubled, so the value of the 10 km traveling cost / time defined by the above equation will be doubled. Further, since the above equation defines that time is converted into money in terms of ratio, if the 10 km travel cost is double and the actual speed is half of the standard speed, the 10 km travel cost / time amount does not change.

The concept of adding time as well as cost to driving costs is not limited to the above formula, but the above formula proposes one intuitive concept of converting time to money. It should be noted that the traveling cost is not limited to being defined around 10 km as in the above equation, but the fuel efficiency is called "how many kilometers per liter", and 10 km per liter is one guide, so 10 km is adopted. I have.

By the way, assuming that the standard hourly speed at the above 10 km traveling cost and time is 50 km / h and the gasoline fee is 100 liters, the 10 km traveling cost in the standard traveling model of "running at 50 km / h per hour with 10 liter fuel consumption".・ It is a standard that is intuitively familiar with a time of 100 yen. Then, if the road conditions change and the speed per hour becomes half, the time required for traveling doubles, so the traveling cost and time for 10 km is 200 yen only with the time element alone. Further, the fuel efficiency generally decreases as the speed per hour decreases. For example, if the fuel cost is reduced by half, the running cost of 10 km doubles in terms of the actual cost, and the running cost and time of 10 km as the total cost eventually becomes 400 yen.

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

On the other hand, if you travel the same distance on toll roads with avoidance of toll, the high-speed toll is zero, but you can only drive at an average speed of 25 km / h and the fuel efficiency can only increase by 5 km / liter. It costs 200 yen for just minutes. 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. As described above, the introduction of the index of “10 km traveling cost”, which compares the total increase of the high-speed toll and the fuel consumption, and the “10 km traveling cost, time”, which can further convert the time taken into a monetary amount, The present invention is useful for traveling of a vehicle in consideration of efficiency and load on the environment by comparing the costs of traveling the vehicle from various aspects.

In addition, the travel distance unit in the above-mentioned index of travel cost and travel cost / time is not limited to 10 km, but should be intuitive according to the actual situation in accordance with the improvement of vehicle fuel efficiency and road conditions. It is possible to adopt. Further, the standard speed is not limited to 50 km / h, but a standard speed can be adopted in accordance with the improvement of the fuel efficiency of the vehicle and the improvement of road conditions. Furthermore, as a unit of cost that combines cost and time, not only the above-mentioned index of "cost and time per unit mileage" but also the cost of "distance that can be traveled per unit time and the amount spent on it" Indicators based on the concept of effects can also be adopted.

The above is the information related to the evaluation of the actual results of driving, and 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 input of the destination, and selects a toll avoidance route, a high-speed priority route, a shortest distance priority route, a shortest time priority route, a recommended route, and the like. suggest. When the driver selects one of these routes, guidance starts. The navigation route determination prediction column 70 in FIG. 2 calculates the fuel efficiency, “10 km travel cost” and “10 km travel cost / time” at the time by hand prediction according to the past travel results and road conditions, and the driver selects a route. As information.

The toll avoidance route column 118 displays each prediction information when the vehicle travels on the toll avoidance route in the average fuel efficiency column 120, the 10km traveling cost column 122, and the 10km traveling cost / time column. The high-speed priority route column 126 and the recommended route column 128 display the same information, but the numbering and description are omitted to avoid complication. The recommended route column 128 can display a recommended route in which “10 km traveling cost” is the minimum or a recommended route in which the cost calculated in “10 km traveling cost / time” is the minimum by selecting a driver. Yes, and which of the recommendations is displayed can be identified by the display of “cost / cost”.

FIG. 3 is a table showing an actual example of data recorded in the data recording unit of FIG. 2, and shows, as a model, 30 pieces of data 1 to 30. Note that 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 obtained when a driver of a license or the like without setting automatic authentication drives. The total at the end of FIG. 3 or the distance-weighted average of the data 1 to 30 is shown. Specifically, the flow rate, the distance, and the time are totals, and the average value obtained by performing a weighted average of the distances of the respective data on the travel cost and the time of 10 km is shown.

Switching from the data 1 to the data 2 and from the data 2 to the 3 and the like are due to the change of the driver. The switching from the data 3 to the data 4 is based on the fact that a Toll has entered the expressway from the road. Further, the switching from data 4 to data 5 is due to refueling during traveling on the highway, and the fuel unit price has changed. The data 5 to the data 6 are switched based on a setting for automatically creating new data every 100 km of travel. Data 6 to 7 are switched by switching to a setting for automatically creating new data every 10 km while the vehicle is traveling less than 100 km. Thereafter, data 7 to data 11 are automatically created for every 10 km of travel, and data 12 is a result of having exited the expressway with less than 10 km of travel, and Toll has disappeared. The data 14 is newly created due to a change in date when the vehicle is traveling less than 10 km.

As described above, each time there is a change in the driver, the occurrence state of Toll, the unit price of fuel, the unit mileage setting, the date, etc., data is newly created, and the unit mileage set without these changes. , Data is newly created. The 10 km travel cost / time is an amount that can be calculated from other data, but has no linear relationship with the other data, and is calculated for each data and stored as a data item.

FIG. 4 is a table in which some items of each data in FIG. 3 are omitted and items of values that can be calculated from these data are added. The normal character part is common to FIG. 3, and the part shown in italics is the item of the calculated value. Data 1 to 5 are models in which the running distance is all 100 km for ease of comparison, and the calculated values are examined based on these data. In particular, the data 1 is a comparison standard, which is obtained by driving at a speed of 50 km / h with a fuel consumption of 10 km / liter. At this time, the 10 km traveling cost and the 10 km traveling cost / time are both 120 yen. This also matches the fuel unit price of 120 yen per liter.

Data 2 shows that the road conditions deteriorated, the speed per hour dropped to 33.3 km, and the fuel efficiency also dropped to 8.3 km per liter. The 10km running cost is 144 yen, reflecting the deterioration of fuel efficiency. Further, in the case of the travel cost and time of 10 km, the time required for traveling is 1.5 times, which is a 1.5 times increase to 216 yen. On the other hand, data 3 is obtained by traveling on the freeway at a speed of 100 km / h, and the fuel efficiency has been increased to 16.7 km / liter. As a result, the 10km traveling cost is reduced to 72 yen, reflecting the improvement in fuel efficiency. Further, in the case of 10 km traveling cost / time, the time required for traveling is reduced to only 36 yen, reflecting that only half of the data 1 is required.

Data 4 is a one-hour drive at 100 km / h on a highway with a toll of 2000 yen. Compared to data 3, the fuel cost is the same and the energy fee remains the same, but the 10 km travel cost is increased by adding Toll. It is 272 yen. However, as compared with the data 1, the time taken is half, so the travel cost / time of 10 km is 136 yen, which is compressed to a value that is not much different. Also, as compared with the data 2 having bad road conditions, the traveling cost of 10 km is higher due to the influence of Toll, but the time required is 1/3 of the data 2. Therefore, when compared with the travel cost / time of 10 km, it is reversed to 136 yen from 216 yen in data 2.

As described above, normally, only the actual expense of the highway toll is paid attention, but by introducing the index of 10 km traveling cost, it is possible to compare the improvement in fuel efficiency by taking into account the improvement in fuel economy. In addition to this, the introduction of the index of 10 km traveling cost and time makes it possible to compare the elements of time that will take even more in the form of money, making it possible to properly compare the obvious cost-effectiveness factors of the time spent and the distance traveled. Can be evaluated. In addition, the last line of FIG. 4 shows the weighted average of the 10 km travel cost, the fuel efficiency, and the hourly speed for each of the 30 data with the travel distance. Note that, unlike the 10 km traveling cost / time, the 10 km traveling cost, fuel consumption and hourly speed have a linear relationship with other data, so that the weighted average can be easily calculated without storing the data for each data.

The weighted average value in the last row of FIG. 4 is obtained when the individual / entire identification display column 116 displays “whole” on the display unit 14 of FIG. These are displayed in the respective total average columns in the 10 km traveling cost / time column 68, and are 14.4 km / ℓ, 203 yen and 129 yen, respectively.

FIG. 5 shows data obtained by extracting only data with zero Toll from the data shown in FIG. 4, and the last line shows the average value obtained by weighting the total and the running distance. The weighted average value is obtained when the individual / entire identification display column 116 in the display unit 14 in FIG. 2 indicates “whole”, and the fuel consumption column 65, the 10 km traveling cost column 66, and the 10 km traveling cost / time in FIG. These are displayed in the respective free average columns in the column 68, and are 9.9 km / ℓ, 116 yen and 142 yen, respectively.

On the other hand, FIG. 6 is obtained by extracting only the data in which Toll has occurred from the data of FIG. 4, and the last line shows the average value obtained by weighting the total and the running distance. The weighted average value is obtained when the individual / entire identification display column 116 in the display unit 14 in FIG. 2 indicates “whole”, and the fuel consumption column 65, the 10 km traveling cost column 66, and the 10 km traveling cost / time in FIG. It is displayed in each of the paid fee average columns in the column 68, and they are 18.5 km / ℓ 245 yen and 123 yen, respectively.

Thus, by comparing the free average column and the toll average column in the fuel efficiency column 65, it is possible to quantitatively grasp the fuel efficiency during free driving and the fuel efficiency during toll driving. According to the numerical values of the models in FIG. 5 and FIG. 6, it is of course possible to quantitatively grasp that the fuel economy during toll driving with a high average hourly speed is increased. In addition, comparing the free average column and the paid average column in the 10 km traveling cost column 66, it is possible to comprehensively compare the amount of reduction in the energy cost burden due to the increase in fuel efficiency and the additional burden of the high-speed toll. Further, by comparing the free average column and the paid average column in the 10 km traveling cost / time column 68, it is possible to grasp the cost-effectiveness in consideration of time. According to the models in FIG. 5 and FIG. 6, it can be understood that the fee is rather cheaper for the 10 km traveling cost / time when the fee is paid.

FIG. 7 (A) is obtained by extracting only the data related to the driver whose license ID is “123” from the data of FIG. 4, and the last line is a weighted average of the total and the mileage. Show. The weighted average value is obtained when the driver with the license ID “123” is driving and the individual / entire identification display column 116 on the display unit 14 in FIG. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in respective total average columns, and are 15.0 km / ℓ, 212 yen and 117 yen, respectively.

On the other hand, FIG. 7 (B) shows only data relating to the driver whose license ID is “456” extracted from the data shown in FIG. 4. Indicates a value. The weighted average value is obtained when the driver with the license ID “456” is driving and the individual / entire identification display column 116 on the display unit 14 in FIG. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in respective total average columns, and are 8.2 km / ℓ 165 yen and 209 yen, respectively.

Comparing the data of FIG. 7 (A) with the data of FIG. 7 (B), the driver of the license ID “123” and the driver of the license ID “456”, despite driving the same vehicle 2 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 higher fuel efficiency. However, this can be attributed to the use of toll roads, as can be seen from a comparison of the 10 km running cost. However, comparing the 10 km traveling cost and the time, the 10 km traveling cost including the time is much lower for the driver with the license ID “123”.

FIG. 8 (A) shows only data in which Toll is zero extracted from all the data of the driver with the license ID “123” in FIG. 7, and the last line is weighted by the total and the mileage. Shows the average value. The weighted average value is obtained when the driver with the license ID “123” is driving and the individual / entire identification display column 116 on the display unit 14 in FIG. 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 / ℓ, 99 yen and 100 yen, respectively.

On the other hand, FIG. 8 (B) shows only data in which Toll has occurred is extracted from all the data of the driver with the license ID “123” in FIG. Indicates a weighted average. The weighted average value is obtained when the driver with the license ID “123” is driving and the individual / entire identification display column 116 on the display unit 14 in FIG. 65, 10 km traveling cost column 66 and 10 km traveling cost / time column 68 are displayed in respective paid average columns, and are 17.2 km / ℓ, 261 yen and 124 yen, respectively.

The fuel consumption, the 10 km driving cost, and the 10 km driving cost / time in FIG. 8A and FIG. 8B which are the data of the driver with the license ID “123” are respectively shown in FIG. 5 and FIG. Comparing with those, in the free data, the former is 11.5 km / ℓ, 99 yen and 100 yen, respectively, while the latter is 9.9 km / ℓ, 116 yen, respectively. It is 142 yen. On the other hand, in pay data, the former is 17.2 km / ℓ, 261 yen, and 124 yen, respectively, while the latter is 18.5 km / ℓ, 245 yen and 123 yen, respectively. From these comparisons, it can be seen that the license ID “123” performs clearly and efficiently in free running, but is slightly inefficient in toll running as compared to the whole.

FIG. 9 is a basic flowchart illustrating functions of the vehicle control unit 6 of the vehicle 2 in the first embodiment of FIG. This flow is started when the vehicle 2 becomes ready to run. Specifically, in the case of a gasoline engine vehicle, the ignition is turned on, and in the case of a hybrid vehicle or electric vehicle, the vehicle is ready to run by turning on the travel preparation switch, 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, the IC card license is inserted into the slot before the vehicle 2 is brought into the running state, so that access to the IC card is performed when step S2 is reached, and the above-described check can be performed. . If the information exchange distance is long, the IC card license is brought into the vehicle and the vehicle 2 is brought into a running state, whereby the IC card license is accessed and the check in step S2 can be performed.

When it is confirmed in step S2 that the license is an IC card license, the process proceeds to step S4, and license data is read. Then, in step S6, it is checked whether or not the read license ID has been registered in the vehicle 2. Then, if registered, the process proceeds to the next navigation process. Details of the navigation process will be described later. When the navigation processing in step S8 is completed, the processing shifts to personal data processing in step S10. Further, in step S12, overall 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 the license is an IC card license, the flow shifts to step S14 to check whether a manual license ID registration processing operation has been performed, and if there has been an operation, the flow shifts to registration processing in step S16. I do. Details of the registration process will be described later. If the license ID has not been 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 processing in step S16 is completed, it is checked in step S18 whether or not the license ID registration has been completed. When the completion is confirmed, the process proceeds to step S10. On the other hand, when the registration completion is not confirmed, the process proceeds from step S18 to step S12. Later. 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 the display on the display unit 14 is started. If the display has already been started, the display is updated in step S20 according to the processing result in step S10 or step S12. Then, the process proceeds to step S22 to check whether the vehicle 2 is running. If the vehicle is traveling, the process proceeds to the unit traveling data acquisition process in step S24. The details will be described later.

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

If it is determined in step S22 that the traveling of the vehicle cannot be detected, the process proceeds to step S32. Also, if there is no acquisition of the unit traveling data in step S26, the process proceeds to step S32. In step S32, it is checked whether the vehicle is in a running state. If the vehicle is in the runnable state, the process returns to step S22, and repeats steps S22 and S32, waits for the next run, and if 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 cannot be driven, 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 is set, and if it is set, the latest data such as personal mileage related to traveling is written in the license in step S38, and the flow ends. On the other hand, if it is not a write setting, the flow is immediately terminated. The latest traveling-related data written in the license in step S38 is read and updated by another vehicle when driving another vehicle. In this way, personal driving data such as personal mileage 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 the registration is made by a manual operation. This corresponds to checking whether or not step S16 has been reached via step S14.

If the registration is not a manual operation in step S44, it means that driving has been performed for the first time with a new IC card license and the process has reached step S16 via step S6. 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 of the IC card license whose ID has been automatically registered. If it does not correspond to such a state, the process proceeds to step S48 to check whether the setting for permitting the automatic registration is set on the IC card license side. Automatically register the license ID of the license. Next, in step S52, registration for automatically managing the fuel consumption and the like of the vehicle 2 for each license ID is performed. In step S54, a display area for the newly automatically registered license ID is prepared. Transition.

On the other hand, if it is detected in step S44 that the flow of FIG. 10 has been started by the manual operation of license ID registration, the process immediately proceeds to step S56. If it is detected in step S46 that the custom setting corresponds to an unregistered state in the IC card license for which the ID has been automatically registered, or in step S48, the setting for permitting automatic registration is provided on the IC card license side. If the setting cannot be detected, the process directly proceeds to step S56.

In step S56, it is checked whether the vehicle 2 is running. When it is confirmed that the vehicle is not running, the process proceeds to step S58, and a display prompting input for manual license ID registration or manual input for custom setting accompanying 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 the manual setting is registered. Further, in step S64, management for each ID corresponding to the manual setting is registered, and a display area for the registered license ID is prepared, and the process proceeds to step S68.

On the other hand, when it is detected in step S56 that the vehicle 2 is running, the process proceeds to step S70, and displays that manual registration is not completed, and proceeds to step S68. This is to prevent the execution of steps S58 and S60 during traveling and to prevent an unexpected traffic accident. Also, in the case where the manual operation within the predetermined time cannot be confirmed in step S60, the user intends 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, in which an indication that individual management is impossible is performed, and the process proceeds to step S68.

In step S68, it is checked whether or not the automatic navigation processing setting is performed. When the setting is confirmed, the navigation processing in step S74 is started, and the flow in FIG. On the other hand, if the automatic navigation processing setting cannot be confirmed in step S68, the flow ends immediately. The navigation processing in step S74 is the same as the navigation processing in step S8 in FIG. 9, but the details will be described later as described above.

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, where the latest distance-weighted average data of the individual driver is read. Further, in step S86, the latest unit traveling data on the individual driver is read out, and the routine goes to step S88. On the other hand, if 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 a new one that has not yet been included in the weighted average, and if so, the process proceeds to step S90, in which the new data is included in the distance weighted average data. The details of this new data inclusion process 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 directly proceeds to step S94.

In step S94, it is checked whether or not the weighted average display is selected. If so, the flow advances to step S96 to send the latest weighted average data to the display buffer, and then to step S98. On the other hand, if it is determined in step S94 that the weighted average display has not been selected, the process proceeds to step S100, where the latest unit travel data is sent to the display buffer, and the process proceeds to step S98.

A step S98 checks whether or not the storage capacity of the unit travel data is full. If it is full, a plurality of unit travel data are collected for each individual and paid or free according to a predetermined rule from the oldest one and weighted averaged, and the unit of the unit travel data is summarized. As a result, a capacity for storing new unit travel data is secured. The process further proceeds to step S104, and the presence / absence of unit travel data that cannot be identified is also checked. If there is such data, the process proceeds to step S106, and for the data for which personal identification is not possible, a plurality of unit traveling data are separately weighted and averaged according to a predetermined rule from old ones depending on whether the data is paid or free, and the flow ends.

As described above, by step S104 and step S106, the 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, if the storage capacity of the unit travel data is not full in step S98, or if the personally identifiable unit travel data cannot be detected in step S104, the flow ends immediately.

FIG. 12 is a flowchart showing details of the entire data processing in step S12 of FIG. This flow is basically the same as FIG. When the flow starts, it is checked in step S108 whether the entire data is already being displayed. If it is not being displayed, the process proceeds to step S110, where the latest overall distance-weighted average data is read. Further, in step S112, the latest unit travel data is read out, 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 similar to step S88 of FIG. 11, and checks whether the latest unit travel data is a new one that has not yet been included in the weighted average. Hereinafter, in steps S90 to S106 in FIG. 12, the processing target is the entire data, but the processing contents are the same as those in FIG. 11, so the same numbers are given to the respective steps, and the description of the individual steps is omitted.

Each step in FIG. 12 is a detail of step S12 in FIG. 9 and follows step S10 in FIG. 9 for executing each step in FIG. Nevertheless, the reason why steps S98 to S106 in FIG. 12 are the same as in FIG. 11 is as follows. That is, as is clear from FIG. 9, the route to step S12 includes a route to step S12 directly from step S14 or step S18, in addition to the route to step S10. In the latter case, there is a possibility that step S12 is reached when the unit traveling data storage capacity is full. Therefore, in such a case, it is necessary to detect this in step S98 of FIG. 12 and perform the processing of step S102 and subsequent steps. It should be noted that if step S102 and subsequent steps have already been performed in FIG. 10, there is no problem since 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 or not the unit traveling data is paid traveling data in which Toll occurs. If it is paid unit driving data, the latest distance weighted average toll fuel efficiency is selected in step S124, and the new unit driving fuel efficiency is included in the distance weighted average in step S126.

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

On the other hand, if it is determined in step S122 that the unit travel data is not toll travel data in which Toll occurs, it means that it is free travel data, and the process proceeds to step S136 and subsequent steps. Then, the latest distance-weighted average free fuel efficiency is selected in step S136, and the new unit running fuel efficiency is included in the distance-weighted average in step S138. Next, the latest distance-weighted average free 10 km traveling cost is selected in step S140, and the new unit traveling 10km traveling cost is included in the distance-weighted average in step S142. Furthermore, the latest distance-weighted average free 10 km traveling cost / time is selected in step S144, and the new unit traveling 10km traveling cost / time is included in the distance-weighted average in step S146, and the flow ends.

FIG. 14 is a flowchart showing details of the unit traveling data acquisition processing in step S24 of FIG. When the flow starts, first, in step S152, it is checked whether or not 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, and it is checked whether the date has changed. If there is no change in the date, the process proceeds to step S156, and it is checked whether there is a change in the paid / free of traffic. This corresponds to the presence or absence of a toll expressway. If there is no change between paid and free, the process proceeds to step S158, and the presence or absence of refueling is checked. 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, and it is checked whether the vehicle is traveling in the unit distance (for example, 10 km) traveling mode. If so, the flow advances to step S164 to check whether the vehicle has traveled a unit distance after the start of storing new unit travel data. If it is detected that the vehicle has traveled the unit distance, the process proceeds to step S166 to start accumulating new unit traveling data, and ends the previous unit traveling data accumulation in which data has been accumulated in step S168. Further, in step S170, the accumulation end data is determined as newly acquired unit traveling data, and the flow ends.

The above is a case where unit traveling data is acquired by unit distance traveling. When a change in license ID is detected in step S152, a date change is detected in step S154, and a paid / free change is detected in step S156. Then, when refueling is detected in step S158 and when a mode change is detected in step S160, the process proceeds to step S166 and subsequent steps to acquire unit traveling data. On the other hand, if it is detected in step S162 that the vehicle is not traveling in the unit distance traveling mode, it means that no new unit traveling data accumulation should be started, and the flow is immediately terminated. In addition, even when the vehicle is traveling in the unit distance traveling mode, if it is determined in step S164 that the vehicle has not reached the unit distance traveling, the flow is immediately terminated.

FIG. 15 is a flowchart showing details of the navigation processing in step S8 in FIG. 9 or step S74 in FIG. Note that the navigation processing of FIG. 15 starts even when a manual operation for performing the navigation processing 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 an announcement are issued. Next, in step S184, it is checked whether a manual operation has been performed within a predetermined time from the start of the display and the announcement. When the operation is detected, it is checked in step S186 whether the destination has been set.

When the setting of the destination is confirmed, the process proceeds to step S188, and it is checked whether the license ID has been registered. If registered, the process proceeds to step S190, and it is checked whether or not personal data of past results has been recorded. If there is personal data, it is read out 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 out, and the process proceeds to step S194. These read data are used for estimation and prediction of candidate route information based on the following past results.

In step S194, a plurality of reasonably possible candidate routes are extracted. Then, in step S198, one of the routes is selected, and in step S200, the estimated fuel efficiency is calculated. In step S202, an assumed 10 km traveling cost is calculated. Further, in step S204, an assumed 10 km traveling cost / time is calculated. After the above, it is checked whether the calculation has been performed for all the candidate routes in step S206, and if there is any uncalculated route, the process returns to step S198 to select the next one route. Thereafter, the calculation for all the routes ends. Steps S198 to S206 are repeated until the operation is completed.

If it is detected in step S206 that the calculation has been completed for all the routes, the process proceeds to step S208, and the predicted values of the toll 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 in FIG. In step S210, a 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 it is possible to select and switch which recommended route is displayed. After the above display, it is checked whether or not a route determination operation has been performed in step S212, and when the operation is confirmed, the flow ends. Thereafter, guidance is started in the car navigation function unit 20 of FIG.

If the route determination operation is not detected in step S212, the process returns to step S208 and the display of the predicted value is continued. During this time, the recommended route based on the cost and the recommended route based on the cost and the required time can be switched and displayed in step S210. If there is no operation within the predetermined time in step S184, the flow ends immediately. Accordingly, when there is no intention of the navigation processing, the step S8 in FIG. 9 or the step S74 in FIG. 10 can be quickly completed without any operation and the process can proceed to the next step. If the setting of the destination cannot be detected in step S186, the process proceeds to step S214, and it is checked whether or not a predetermined time has elapsed, and if not, the process returns to step S186 and waits for the setting of the destination. When the elapse of the predetermined time is detected in step S214, the flow ends immediately.

FIG. 16 is a basic flowchart illustrating functions of the vehicle control unit 6 of the vehicle 2 according to the second embodiment of the present invention. The configuration of the vehicle 2 according to the second embodiment is the same as that of the first embodiment, and can be understood based on FIGS. 1 and 2. The difference between the second embodiment and the first embodiment is that the flow shown in FIG. 9 of the first embodiment is started when the vehicle is ready to run, whereas the flow of FIG. Is turned on by the operation of turning on the power, but the power alone does not start, and the power is started for the first time upon successful authentication of the IC card license, and the vehicle is ready to run. That is, an unqualified driver who cannot authenticate the IC card license cannot put the vehicle 2 into a running state. In this way, security measures such as vehicle theft are taken.

Hereinafter, FIG. 12 will be specifically described. When the flow starts, similarly to FIG. 9, first, in step S222, it is checked whether the driver's license is an IC card license. If it is confirmed in step S222 that the license is an IC card license, the process proceeds to step S224, and license data is read. Then, in step S226, it is checked whether the read license ID has been registered in the vehicle 2. Then, if registered, the process proceeds to the power start in step S228.

On the other hand, in step S226, if it is not confirmed that the read license ID is already registered in the vehicle 2, the process proceeds to step S230. Also, when it is not possible to confirm that the license is the IC card license in step S222, the process proceeds to step S230. In step S230, an instruction to start displaying "addition of power start" is issued. Next, a qualification registration process is performed in step S232. This process cannot be performed by the driver without permission, and can be performed only by a qualified person such as the owner of the vehicle 2 or a car sharing or rental car manager. This is for registering a license or for registering a license ID for temporarily permitting the driving of the vehicle 2 if the license is not an IC license.

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

When the power is started in step S228, the process proceeds to the navigation process in step S236. This is a process similar to that in step S8 in FIG. Next, in step S238, it is checked whether or not the personal data is stored in the vehicle 2, and if there is, the 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 whole data processing is performed in step S244, and the process proceeds to step S242. The personal data processing in step S240 and the whole data processing in step S244 are the same as the personal data processing in step S10 and the whole data processing in step S12 in FIG. 9, respectively.

Steps S242 to S252 in FIG. 16 are the same as steps S20 to S28 in FIG. In FIG. 12, when the storage of the unit travel data in step S252 is completed, the process returns to step S238. Hereinafter, the case where it is detected that the vehicle cannot be driven in step S246 or the acquisition of the unit travel data is not confirmed in step S250. Steps S238 to S252 are repeated except for the above. In FIG. 12, since there is no driving in the license unregistered state, steps such as step S30 in FIG. 9 are not provided. Step S254 is the same as step S32 in FIG. 9, and the description of its significance and function will be omitted. In addition, the latest data processing in step S256 is a collection of steps S34 to S38 in FIG. 9, and a description thereof will be omitted.

FIG. 17 is a block diagram showing Example 3 of the fuel economy 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 so as to correspond to the ETC card / IC card license 304. The ETC card / IC card license 304 includes an antenna coil 342, a control unit 344, and a storage unit 346, similarly to the IC card license 4 in FIG. However, unlike the IC card license 4, a credit card for ETC is also used together with the IC card license. Therefore, information as a credit card is stored in the storage unit 346, and a credit is also stored in the control unit 344. The function as a card is added.

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

The configurations of the ETC card and IC card license 304 and the card slot 380 as described above are also applicable to the first and second embodiments. Other configurations in the third embodiment in FIG. 17 are the same as those in the first embodiment in FIG. 1, and corresponding parts are denoted by the same reference numerals and description thereof will be omitted. Although FIG. 17 does not show details of the vehicle control unit 6, the vehicle function unit 10, the data recording unit 13, and the display unit 14 for the sake of simplicity, the detailed configuration of these units is also shown in the embodiment of FIG. Same as 1.

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

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

Further, if the IC card reader / writer 340 is of a contact / non-contact type, it is possible to cope 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 shared, so that the driver does not get lost in the insertion place.

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

6, 34, 36.4, fuel consumption measurement section

6 control unit

6, 40, 340 License identification unit

6, 16 running time measuring section 6 calculating section 20 running route extracting section 6 cost estimating section

6 Time estimation unit

6 Management Department

380 slots

Claims (4)

A fuel efficiency calculation unit for calculating fuel efficiency based on the accumulated driving information and gasoline or electricity consumption , an information exchange unit for exchanging information with a driver's license among a plurality of licenses, and information from the information exchange unit An identification unit that identifies the driver based on the cumulative driving information and gasoline or electricity consumption of the driver that were written in the driver's license immediately before identification by the identification unit for fuel efficiency calculation. When the driver is identified, the information is read out from the driver's license by the information exchange unit, and the driver's latest information further accumulated in the read-out cumulative driving information of the driver and consumption of gasoline or electricity. the consumption of the cumulative travel information and gasoline or electricity have a control unit for updating the writing for efficiency calculating the driver's license by the information exchanging unit, before The individual information exchanged by the information exchange unit includes vehicle identification information and driver identification information, and the fuel efficiency calculation unit calculates the cumulative travel information and the driver of the vehicle identified by the vehicle identification information regardless of the driver. Regardless of the vehicle, the average fuel efficiency of the vehicle is calculated based on the gasoline or electricity consumption of the vehicle identified by the vehicle identification information, and the accumulation of the driver identified by the driver identification information regardless of the vehicle. A vehicle information exchange apparatus that calculates a personal fuel efficiency of the driver based on the driver's gasoline or electricity consumption identified by the driver identification information regardless of travel information and a vehicle .   2. The vehicle information exchange device according to claim 1, wherein the identification unit includes a management unit that registers the licenses in advance. The latest information from the vehicle written in the driver's license immediately before the identification by the identification unit includes information of a plurality of vehicles identified by the vehicle identification information driven by the driver. The vehicle information exchange device according to claim 1 or 2, wherein: Wherein the control unit, the plurality of license first driver of what is the identification unit by identified when the first driver on the latest of the information the first driver's license from a vehicle of with written into, a second driver of what is said when identified by the identification unit wherein the second operating date of the information the second driver of the license from the vehicle relating to user of the plurality of license The vehicle information exchange device according to any one of claims 1 to 3, wherein the information is written in a vehicle information exchange device.