JP7157121B2 - Operation management device, vehicle-mounted device and operation management system - Google Patents

Description

TECHNICAL FIELD The present invention relates to a driving management device, a vehicle-mounted device, and a driving management system.

There has been proposed a gear change control device that is installed in a vehicle that runs with a plurality of gears provided in a transmission being switched, and that determines whether or not to switch gears for fuel-saving driving (for example, Patent Document 1, 2).

A gear shift control device described in Patent Document 1 detects a gear stage during running, a speed during running, an engine speed, and an accelerator opening. In addition, this gear change control device calculates a load coefficient during running based on the detected accelerator opening and engine speed. This gear change control device performs gear shifting during running based on a gear ratio and a frequency distribution table corresponding to a gear stage one level higher than the current gear stage, a detected speed, and a calculated load factor. It is determined whether or not the speed and load factor can be maintained when switching to the gear stage one step higher. The frequency distribution table is obtained by measuring the frequency of use (frequency) of combinations of engine speed and accelerator opening for each of a plurality of shift speeds. Based on this determination, the gear shift control device determines whether or not it is possible to switch the gear stage during running to the gear stage one level higher. According to this gear shift control device, in the operation of determining whether or not it is possible to switch the gear stage during running to a gear stage one level higher for fuel-saving driving, the engine speed and the accelerator opening are adjusted. Since the combined frequency distribution table is used, it is possible to determine whether or not the shift speed can be changed by a simple process.

The conversion stage switching control device of Patent Document 2 detects the gear stage, the load coefficient, and the acceleration during running. In addition, the conversion stage switching control device provides correlation information provided in advance corresponding to the detected load coefficient, the detected transmission stage and the transmission stage one level above, respectively, and the detected acceleration. , determines whether or not the acceleration operation is possible when switching to the gear stage one level higher. Correlation information indicates the correlation between the load factor and the acceleration at that load factor. Based on the determination as to whether or not an acceleration operation is possible, the shift gear switching control device determines whether or not it is possible to switch the gear stage that is currently running to the gear stage that is one higher than the gear stage. According to this gear shift control device, when the gear stage during running is switched to the gear stage one level higher, it is determined whether or not it is possible to perform the acceleration operation. It is possible to prevent an inappropriate shift stage switching determination that would make it impossible.

Japanese Patent No. 5135055 Japanese Patent No. 5578771

However, the conversion stage switching control devices described in Patent Documents 1 and 2 both require measurement and calculation for creating the frequency distribution table and the correlation information, and store the created frequency distribution table and the correlation information. There is a need. Therefore, the conversion stage switching control device is required to have a required processing capability and storage capacity.

The present invention has been made in view of the circumstances described above, and an object of the present invention is to provide an operation management device, an on-vehicle device, and an operation management system that can appropriately support energy-saving driving with a simple configuration.

In order to achieve the above object, the operation management device, vehicle-mounted device, and operation management system according to the present invention are characterized by the following (1) to (10).
(1) A driving management device capable of communicating with an on-vehicle device mounted on a vehicle with a transmission capable of switching between a plurality of gear stages,
an acquisition unit that acquires vehicle data including the speed and engine speed of the vehicle, which are recorded at regular time intervals while the vehicle is running, from the vehicle-mounted device;
a storage unit that stores the vehicle data;
Based on the vehicle data, a first A threshold calculation unit that calculates a gear ratio and a second gear ratio, calculates a maximum engine speed based on the idling speed and the first gear ratio and the second gear ratio, and outputs the maximum engine speed as a threshold. and
Operation management device.
(2) The threshold calculator,
Identify the idling speed from the vehicle data,
setting a minimum engine speed based on the idling speed;
calculating a reference speed based on the second gear ratio and the minimum engine speed;
calculating the maximum engine speed based on the first gear ratio and the reference speed and outputting it as the threshold;
The operation management device according to (1) above.
(3) the acquisition unit acquires vehicle information including the model and engine model of the vehicle from the vehicle-mounted device;
The storage unit stores the threshold in association with the vehicle information.
The operation management device according to (1) or (2) above.
(4) A transmission unit that transmits the threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to any one of (1) to (3) above.
(5) The threshold calculation unit
outputting the maximum engine speed calculated based on the idle speed and the first gear ratio and the second gear ratio as a first threshold value for the first gear;
Based on the vehicle data, a third gear ratio, which is a gear ratio for a third gear that is one gear higher than the second gear, is calculated, and the idling speed and the second gear ratio and A second maximum engine speed, which is the maximum engine speed in the second gear, is calculated based on the third gear ratio, and the second maximum engine speed is used as a second threshold value for the second gear. Output,
The operation management device according to any one of (1) to (3) above.
(6) A transmission unit that transmits the first threshold and the second threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to (5) above.
(7) The vehicle-mounted device capable of communicating with the operation management device according to (1) above,
a threshold storage unit that stores the threshold output from the operation management device;
a data acquisition unit that acquires vehicle data including the vehicle speed and engine speed;
an acceleration determination unit that determines whether the vehicle is accelerating based on the change in speed;
a threshold determination unit that determines whether the engine speed exceeds the threshold;
an alert unit that notifies an alert urging the user to change the gear stage to a gear stage one level higher when the engine speed exceeds the threshold value;
The threshold determination unit determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is accelerating, and determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is not accelerating. do not judge
In-vehicle device.
(8) the vehicle data includes a fuel injection amount of the vehicle;
The acceleration determination unit determines that the vehicle is accelerating when both the speed and the fuel injection amount are increasing.
The vehicle-mounted device according to (7) above.
(9) A gear stage detection unit that detects a gear stage;
The threshold storage unit stores a first threshold value for at least a first gear stage and a second threshold value for a second gear stage that is one gear stage above the first gear stage, among the plurality of gear stages. remember,
The threshold determination unit determines whether or not the engine speed exceeds the first threshold when the gear detection unit detects the first gear. Determining whether or not the engine speed exceeds the second threshold when a gear position is detected;
The vehicle-mounted device according to (7) or (8) above.
(10) The operation management device according to any one of (1) to (6) above;
The vehicle-mounted device according to any one of (7) to (9) above,
In the vehicle-mounted device,
The threshold storage unit stores the threshold calculated by the operation management device,
The threshold determination unit determines whether the engine speed exceeds the threshold,
Operation management system.

According to the operation management device having the configuration of (1) and the operation management system having the configuration of (10), the idling rotation speed, the first gear ratio, and the second gear ratio are calculated from the vehicle speed and the engine rotation speed. The maximum engine speed is output as a threshold value. Therefore, the operation management device can output the threshold value with a simple configuration, and the threshold value can be stored in the vehicle-mounted device and used. In the vehicle-mounted device, when the engine speed exceeds this threshold value, it is possible to notify an alert prompting to change the gear stage to a gear stage one level higher (shift up). In this way, the operation management device sets the threshold value calculated based on the vehicle speed and the engine speed in the vehicle-mounted device, thereby reducing the processing load of the operation management device, simplifying the configuration of the vehicle-mounted device, and saving energy. Can assist driving.

According to the operation management device having the configuration of (2) above, based on the collected vehicle data (vehicle speed and engine speed), the setting of the minimum engine speed, the calculation of the reference speed, and the calculation of the maximum engine speed are performed. and outputs the threshold, so the threshold can be output based on less information.

According to the operation management device having the configuration of (3) above, for vehicles of the same type having the same vehicle type and engine type, without performing advance preparation for calculating the threshold value (obtaining vehicle data for a certain period of time), can start the shift up alert service.

According to the operation management apparatus having the configurations of (4) and (6) above, the vehicle-mounted device can use the received threshold values (the first threshold value and the second threshold value), so that the vehicle-mounted device can easily set the threshold value.

According to the operation management device having the configuration (5) above, since the threshold value is output for each gear position, the vehicle-mounted device using the threshold value for each gear position can more accurately determine whether or not a shift up is necessary.

According to the vehicle-mounted device having the above configuration (7), a threshold determination is made as to whether or not the engine speed exceeds the threshold during acceleration of the vehicle, and an alert is notified when the engine speed exceeds the threshold. With this configuration, it is possible to prompt the driver to shift up at an appropriate timing and make the driver aware of energy-saving driving. Therefore, energy-saving operation can reduce the amount of fuel used and promote improvement in fuel efficiency. In addition, when driving irregularly, such as when driving on a slope or when the vehicle is loaded with heavy luggage, the threshold judgment (energy-saving driving judgment) is not performed, thereby improving fuel efficiency by shifting up. It is possible to prevent the occurrence of unnecessary alerts when the Furthermore, since the vehicle-mounted device uses the threshold value received from the server, the above effect can be achieved while suppressing the processing load of the vehicle-mounted device.

According to the vehicle-mounted device having the above configuration (8), it is determined that the vehicle is accelerating when both the speed and the fuel injection amount are increasing. It is not determined that the vehicle is accelerating. Therefore, it can be determined more accurately whether the vehicle is accelerating.

According to the vehicle-mounted device having the above configuration (9), it is possible to perform threshold determination (energy-saving driving determination) using an appropriate threshold value according to the current gear stage, and it is possible to more accurately determine whether or not to shift up.

ADVANTAGE OF THE INVENTION According to this invention, the driving|operation management apparatus which can assist energy-saving driving|operation appropriately with simple structure, a vehicle-mounted device, and a driving|operation management system can be provided.

The present invention has been briefly described above. Furthermore, the details of the present invention will be further clarified by reading the following detailed description of the invention (hereinafter referred to as "embodiment") with reference to the accompanying drawings. .

FIG. 1 is a diagram showing an outline of an operation management system according to one embodiment of the present invention. FIG. 2 is a diagram showing a configuration example of an operation management system. FIG. 3 is a flowchart illustrating an example of processing for calculating an energy-saving operation threshold by a server. FIG. 4 is a diagram (1) for explaining an example of processing for calculating an energy-saving operation threshold by a server. FIG. 5 is a diagram (2) for explaining an example of processing for calculating the energy-saving operation threshold value by the server. FIG. 6 is a flow chart showing an example of processing for determining energy-saving operation by the vehicle-mounted device. FIG. 7 is a diagram (1) for explaining an example of processing for determining energy-saving operation by the vehicle-mounted device. FIG. 8 is a diagram (2) for explaining an example of processing for determining energy-saving operation by the vehicle-mounted device. FIG. 9 is a flowchart illustrating an example of processing for creating an energy-saving driving evaluation by the server. FIG. 10 is a diagram showing an example of calculation of an evaluation value regarding excessive speed by a server. FIG. 11 is a diagram showing an example of a daily driving report output by the office terminal. FIG. 12 is a diagram showing an example of an energy-saving driving evaluation result output by a communication terminal owned by a driver.

Specific embodiments relating to the present invention will be described below with reference to each drawing.

<System configuration>
FIG. 1 shows an overview of an operation management system 1 according to one embodiment of the present invention. The operation management system shown in FIG. 1 is used for operation management of vehicles such as trucks, buses, and taxis. In the following example, an operation management system that manages the operation of one or more trucks that transport cargo according to a predetermined route is introduced into a transportation company.

The operation management system 1 shown in FIG. 1 is an on-vehicle device that is installed in each truck (vehicle with a transmission capable of switching between a plurality of gear stages, hereinafter simply referred to as a vehicle) as equipment on the customer side. 10, and an office terminal 30 installed in a predetermined office for managing each vehicle, driver, work content, and the like. The operation management system 1 also includes a server 80 (operation management device) that analyzes various data collected from the vehicle-mounted device 10 and transmits the analysis results to the office terminal 30 as equipment on the service provider side. The operation management system 1 includes a plurality of office terminals 30 and a plurality of vehicle-mounted devices 10 installed in offices of a plurality of customers. The vehicle-mounted device 10 and the server 80 can communicate wirelessly, and the server 80 and the office terminal 30 can communicate via the network 70 .

The vehicle-mounted device 10 periodically acquires vehicle data including vehicle speed, engine speed, fuel injection amount, and the like. In addition, the vehicle-mounted device 10 uses an energy-saving driving threshold value (threshold value related to engine speed) to be described later to determine whether or not the driver has performed energy-saving driving that reduces energy consumption (hereinafter referred to as energy-saving driving). do. The vehicle-mounted device 10 determines that the energy-saving operation is not being performed when the engine speed is higher than the energy-saving operation threshold during acceleration of the vehicle, and instructs the driver to shift the gear to the next higher gear. Notify the shift-up alert prompting the change. The vehicle-mounted device 10 transmits the thus collected vehicle data and energy-saving driving determination results to the server 80 . The vehicle-mounted device 10 collects a certain amount of data and transmits the data to the server 80, for example, when one day's worth of service is completed.

The server 80 calculates the energy-saving driving threshold used for the energy-saving driving determination process in the onboard device 10 based on the vehicle data transmitted from the onboard device 10 when the vehicle travels a certain distance or a certain number of times. The server 80 also receives the vehicle data and the energy-saving driving determination result transmitted by the vehicle-mounted device 10 . Furthermore, as will be described later, the server 80 evaluates the driver's driving based on the received vehicle data and the energy-saving driving judgment result, and transmits the evaluation result to the office terminal 30 . The server 80 may transmit the evaluation result to the communication terminal owned by the driver.

The office terminal 30 receives the evaluation result transmitted from the server 80 and outputs it as a daily driving report (see FIG. 11).

According to the operation management system 1, the on-vehicle device 10 notifies the driver of the vehicle of the shift-up alert, so that the driver of the vehicle can be made aware of energy-saving driving. In addition, even if the vehicle that the driver rides changes daily and it is difficult to perform energy-saving driving according to the characteristics of each vehicle, the onboard device 10 notifies the shift-up alert at an appropriate timing. energy-saving operation according to the characteristics of In addition, since the office terminal 30 outputs evaluation results regarding the driver's driving, driving instruction points for the driver are clarified, and the effect of driving education for the driver by the transportation company (manager) can be improved. Furthermore, for transportation companies, there is an advantage that energy-saving operation improves fuel efficiency and reduces transportation costs.

Note that the vehicle-mounted device 10 and the office terminal 30 do not have to be connected via a network. 2) is configured to read.

FIG. 2 is a diagram showing a configuration example of the operation management system 1. As shown in FIG.

The office terminal 30 is composed of a general-purpose computer device installed in the office, and manages information such as the operational status of the vehicle and specific points where contact accidents are likely to occur. In the example of FIG. 2, data communication performed between the vehicle-mounted device 10 and the office terminal 30 is relayed by the base station 71, the server 80 (analysis device), and the network 70. FIG. Wireless communication between the base station 71 and the vehicle-mounted device 10 may be performed by a mobile communication network (cellular network) such as LTE (Long Term Evolution)/4G (4th Generation)/5G (5th Generation). However, it may be performed by a wireless LAN (Local Area Network), and either of them can be selectively used. Network 70 is a network (packet communication network) such as the Internet, and relays data communication between office terminal 30 and server 80 .

The vehicle-mounted device 10 includes various interfaces (I/F) 12A, 12B, 13, 14, 16, 19, and 29 to enable input or output of various signals.
The speed I/F 12A has a function of inputting a vehicle speed pulse signal output by a vehicle speed sensor 51 mounted on the vehicle. The engine rotation I/F 12B has a function of inputting an engine rotation pulse signal output from the vehicle. The external input I/F 13 is used to input various external signals, and has a function of inputting CAN (Controller Area Network) information from a vehicle engine control ECU (Electronic Control Unit) or the like. The CAN information includes, for example, fuel injection amount data. The CAN information may include data relating to vehicle speed and engine speed.

The sensor input I/F 14 is used to input signals from various sensors. In the example of FIG. 2, the G sensor 28 is connected to the sensor input I/F14. The G sensor 28 detects magnitudes of acceleration in various directions applied to the vehicle on which the vehicle-mounted device 10 is mounted. Based on the output of the G sensor 28, the control unit 11 detects sudden deceleration and sudden acceleration of the vehicle. Based on the output of the G sensor 28, the control unit 11 detects a sharp turn of the vehicle.

The analog input I/F 29 is used for inputting various analog signals.
Camera I/F 16 has a function for connecting camera 23 . That is, the camera I/F 16 has a function of taking in video signals output by the camera 23 and converting them into predetermined digital image data suitable for computer processing.

The audio I/F 19 has a function of generating a predetermined audio signal that can be used for alerting with audio.

The control unit 11 that implements the main functions of the vehicle-mounted device 10 is composed of an electronic circuit mainly composed of a processor of a microcomputer (CPU). This microcomputer implements the control function of the vehicle-mounted device 10, which will be described later, by executing a program prestored in the non-volatile memory 26A or the like.

Inputs of the control unit 11 are connected to the respective interfaces 12A, 12B, 13, 14, 16, and 29 described above. A speaker 20 is connected to the output of the control section 11 via an audio I/F 19 . If energy-saving operation is not being performed while the vehicle is accelerating, the speaker 20 outputs a shift-up alert prompting the driver to change the gear stage to a higher one.

Also, the GPS receiving unit 15, the recording unit 17, the display unit 27, the power supply unit 25, the communication unit 24, the nonvolatile memory 26A, the volatile memory 26B, the card I/F 18, the RTC unit 21, and the switch (SW) input unit 22 are controlled. It is connected to the part 11 .

The GPS receiver 15 receives radio waves from a plurality of GPS (Global Positioning System) satellites via an antenna 15a. Position information representing the current position of the vehicle can be calculated and obtained based on a plurality of reception signals received by the GPS receiver 15 . In addition, movement of the vehicle can be detected using position information based on the signal received by the GPS receiver 15 .
The recording unit 17 is used to automatically record image data of video output from the camera 23, for example, and retain the data for a certain period of time.
The display unit 27 can be used to display visible information such as characters necessary for operating the vehicle-mounted device 10 and information for calling attention to driving operations so that the driver can visually recognize the information. The display unit 27 can display a shift-up alert using character information or the like that can be visually recognized by the driver.

The power supply unit 25 generates stable power supply power based on the power supply power supplied from the vehicle side, and supplies the generated power supply power to each circuit in the vehicle-mounted device 10 including the control unit 11 .
The communication unit 24 provides a wireless communication function for data communication between the vehicle-mounted device 10 and the base station 71 .

The non-volatile memory 26A is composed of a semiconductor memory, and holds in advance programs that can be executed by the microcomputer of the control unit 11, various constant data necessary for control, tables, and the like. The nonvolatile memory 26A stores an energy-saving operation threshold value (threshold value related to engine speed), which will be described later.
The volatile memory 26B is used to temporarily store data generated by the control unit 11 during processing.

A memory card 65 carried by the driver is removably connected to the card I/F 18 . The control unit 11 can read data from the memory card 65 attached to the card I/F 18, and can write various data such as vehicle data generated by the control unit 11 to the memory card 65 via the card I/F 18. can also

The RTC (real time clock) unit 21 is composed of an integrated circuit having a clock function. In other words, the RTC unit 21 can generate current time information and grasp the elapsed time.
The switch input unit 22 is used to input signals representing states of various switches necessary for operating the vehicle-mounted device 10 .

The control unit 11 acquires vehicle data including vehicle speed, engine speed, and fuel injection amount based on inputs from the speed I/F 12A, the engine speed I/F 12B, and the external input I/F 13. The control unit 11 determines whether or not the engine speed exceeds the energy-saving operation threshold value stored in the nonvolatile memory 26A each time vehicle data is acquired. The control unit 11 notifies a shift-up alert from the display unit 27 and/or the speaker 20 when the engine speed exceeds the energy-saving operation threshold. However, the control unit 11 does not make a determination regarding the energy-saving driving threshold unless the vehicle is accelerating. Generally speaking, if the vehicle speed is the same, lowering the engine speed with a higher shift will improve fuel efficiency, but if the vehicle is not accelerating, it is not possible to expect the fuel efficiency improvement effect of shifting up to a higher gear stage. , because unnecessary judgments are not made.

The control unit 11 determines whether the vehicle is accelerating based on the speed change of the vehicle. Further, the control unit 11 determines that the vehicle is accelerating when both the vehicle speed and the fuel injection amount are increasing. That is, the control unit 11 determines that the vehicle is accelerating when both the speed and the fuel injection amount are increasing, and does not determine that the vehicle is accelerating when the fuel injection amount does not increase even if the speed is increasing. By using not only the speed but also the fuel injection amount that can be obtained at the same time to determine whether the vehicle is accelerating or not, threshold determination is not performed during irregular driving, such as when driving on a slope. It can prevent the generation of unnecessary alerts.

The office terminal 30 is a PC running on a general-purpose operating system. The office terminal 30 can be used as a management device for grasping and managing driving conditions including dangerous behavior of vehicles, operating conditions, and the like. The office terminal 30 has a control unit (CPU) 31, a communication unit 32, a display unit 33, a storage unit 34, a card I/F 35, an operation unit 36, an output unit 37, an audio I/F 38, and an external I/F 48. .

The control unit 31 comprehensively controls each unit of the office terminal 30 . The communication unit 32 can communicate with the server 80 via the network 70 .
The display unit 33 can display various information that can be used for operation management of each vehicle. The memory|storage part 34 can acquire and manage the data which the onboard equipment 10 mounted in each vehicle produced|generated.

A memory card 65 is detachably attached to the card I/F 35 . The card I/F 35 is used to input various data recorded by the vehicle-mounted device 10 from the memory card 65 . The operation unit 36 has a keyboard, a mouse, etc., and receives operations of the administrator of the office terminal 30 . The output unit 37 outputs various data. A microphone 41 and a speaker 42 are connected to the audio I/F 38 . The administrator can also make voice calls using the microphone 41 and the speaker 42 .

An external storage device (not shown) such as an operation data database (DB) and a hazard map database (DB) can be connected to the external I/F 48 . The hazard map DB can hold data representing locations where dangerous behaviors (hiyari-hatto) or accidents occurred by the vehicle.

The server 80 has a control unit (CPU) 81, a communication unit 82, a storage unit 83 and an external I/F 84, and functions as an operation management device. The control unit 81 comprehensively controls each unit of the server 80 . The communication unit 82 communicates with the vehicle-mounted device 10 via the base station 71 . That is, the communication unit 82 acquires by receiving vehicle data including the speed of the vehicle and the number of revolutions of the engine recorded at regular time intervals while the vehicle is running. Also, the communication unit 82 may communicate with the office terminal 30 via the network 70 .
The storage unit 83 is a memory capable of storing various data. The external I/F 84 is connected to a database 85 in which vehicle data and the like of each vehicle are stored.

The server 80 receives each vehicle data transmitted from the vehicle-mounted device 10 of each vehicle at the communication unit 82 and stores it in the database 85 . The database 85 may also store vehicle data transmitted from the office terminal 30 .

The control unit 81 analyzes the vehicle data stored in the database 85 to calculate the energy-saving driving threshold of each vehicle. Details of the calculation method will be described later. The calculated energy-saving operation threshold value is stored in the database 85 and transmitted to each office terminal 30 and the vehicle-mounted device 10 by the communication unit 82 . The vehicle-mounted device 10 stores the received energy-saving driving threshold in, for example, the nonvolatile memory 26A.

<Energy-saving operation threshold calculation processing>
Processing for calculating an energy-saving operation threshold (threshold for engine speed) in the server 80 will be described with reference to FIGS. 3 to 5. FIG.
FIG. 3 is a flow chart showing an example of processing for calculating the energy-saving operation threshold by the server 80 . In the server 80, the control unit 81 cooperates with each unit constituting the server 80 to execute the processing shown in FIG. The process of FIG. 3 is executed as a preparatory stage before the server 80 starts providing the operation management service.

The server 80 acquires vehicle data collected by the onboard device 10 at intervals of 0.5 seconds while the vehicle is traveling a certain distance or a certain number of times, that is, vehicle speed (km/h) and engine speed (rpm) data. (step S1). The server 80 acquires vehicle data collected by the vehicle-mounted device 10 while the vehicle is running for one to three days, for example. The vehicle speed and engine speed may be obtained at intervals of 0.5 seconds or longer. The server 80 stores the acquired vehicle data in the database 85 (step S2), and proceeds to the process of step S3.

Referring to FIG. 4, the gear ratio calculation process shown in step S3 will be described. FIG. 4 is a scatter diagram plotting vehicle data collected by the vehicle-mounted device 10 while the vehicle is traveling a certain distance or a certain number of times. rpm). FIG. 4 shows each data group when the speed stages (gears) are 2nd, 3rd, 4th, 5th, and 6th. Based on the vehicle data stored in the database 85, the server 80 obtains an approximate straight line by, for example, the least squares method for each data group of each gear, and outputs the slope of the approximate straight line as the gear ratio for each gear. . That is, the vehicle speed and the engine speed satisfy the relationship of engine speed=gear ratio×speed. Gear ratios have different characteristics for each vehicle, but according to the processing of steps S1 to S3, the gear ratio in each gear can be calculated for each vehicle. The server 80 stores the calculated gear ratio for each gear in the database 85 . After the process of step S3, the server 80 shifts to the process of step S4.

Referring to FIG. 5, the maximum engine speed calculation process shown in steps S4 to S6 will be described. FIG. 5 is the scatter diagram of FIG. 4 with a dashed line indicating the idling speed Ri and a solid line indicating the minimum engine speed Rmin. In step S4, the server 80 first calculates the average value of the data group with the lowest engine speed based on the vehicle data stored in the database 85, for example, the idling speed Ri (550 rpm in the example of FIG. 4). and specify. Next, the server 80 sets the minimum engine speed Rmin based on the idling speed Ri. Here, the minimum engine speed Rmin is obtained by multiplying the idling speed Ri by a predetermined factor. In the example of FIG. 4, the idling speed Ri multiplied by 1.5 (825 rpm) is set as the minimum engine speed Rmin. Since the degree of difficulty of energy-saving operation determination changes depending on the predetermined magnification, the predetermined magnification is a variable value according to the customer.

In step S5, the server 80 calculates the maximum engine speed from the correlation between the minimum engine speed Rmin and the gear ratio. The maximum engine speed Rmax2 in 2nd gear is calculated as follows. The server 80 calculates the minimum speed SP3 (reference speed) corresponding to the minimum engine speed Rmin in the case of the 3rd speed from the gear ratio in the case of the 3rd speed, which is one higher. The minimum speed SP3 corresponds to the speed (12 km/h) at the intersection of the approximate straight line for the 3rd speed and the straight line representing the minimum engine speed Rmin. Next, the server 80 calculates the engine speed corresponding to the minimum speed SP3 in the case of the 2nd speed, that is, the maximum engine speed Rmax2 in the case of the 2nd speed, from the gear ratio in the case of the 2nd speed. This maximum engine speed Rmax2 corresponds to the speed (1700 rpm) at the intersection of the approximation straight line for the second gear and the straight line representing the minimum speed SP3. In other words, the server 80 calculates the product of the gear ratio (slope of the approximate straight line) for 2nd speed and the minimum speed SP3 for 3rd speed as the maximum engine speed Rmax2 for 2nd speed.

The server 80 similarly calculates the minimum speeds SP4, SP5 and SP6 of each gear from the gear ratios of the 4th, 5th and 6th gears and the minimum engine speed Rmin. The server 80 also calculates the maximum engine speeds Rmax3, Rmax4 and Rmax5 for the 3rd, 4th and 5th gears from the respective gear ratios of the 3rd, 4th and 5th gears and the lowest speeds SP4, SP5 and SP6. do.

In step S6, the server 80 stores the calculated maximum engine speeds Rmax2 to Rmax5 for each gear in the database 85 as the energy-saving driving thresholds for each gear, and transmits them to the office terminal 30. FIG. The office terminal 30 sets the energy-saving operation threshold value to the vehicle-mounted device 10 via the memory card 65, for example. Similarly, the gear ratio of each gear stored in the database 85 is transmitted to the office terminal 30, stored in the vehicle-mounted device 10, and used for gear detection processing in the vehicle-mounted device 10. FIG. As the energy saving operation threshold, the same value may be used regardless of the gear. For example, by using the maximum engine speed Rmax2 for 2nd gear as the energy-saving driving threshold for 3rd to 5th gears, the accuracy of the energy-saving operation determination process, which will be described later, is slightly reduced, but the determination process is simplified. can. In this case, transmission of the gear ratio by the server 80 becomes unnecessary.

<Determination processing for energy-saving operation>
The processing for determining energy-saving driving by the vehicle-mounted device 10 will be described with reference to FIGS. 6 to 8. FIG.
FIG. 6 is a flow chart showing an example of processing for determining energy-saving operation by the vehicle-mounted device 10 . In the vehicle-mounted device 10, the control unit 11 cooperates with each unit constituting the vehicle-mounted device 10 to execute the processing shown in FIG. The process shown in FIG. 6 is repeatedly executed at predetermined time intervals (for example, 0.5 second intervals) while the vehicle is in operation, that is, from when the vehicle leaves the garage until it returns to the garage. In the vehicle-mounted device 10, the energy-saving driving threshold value and the gear ratio of each gear calculated in advance by the server 80 are stored in the non-volatile memory 26A.

The vehicle-mounted device 10 acquires vehicle data including information on vehicle speed, engine speed, and fuel injection amount via a speed I/F 12A, an engine speed I/F 12B, and an external input I/F 13, and stores the data in a memory, for example. It is stored in the card 65 (step S11). The acquired vehicle data is recorded in chronological order. Then, the onboard equipment 10 transfers to the process of step S12.

Referring to FIG. 7, the process of determining whether or not the vehicle is accelerating, which is shown in step S12, will be described. FIG. 7 shows a graph G1 showing time-series changes in the speed of the vehicle, a graph G2 showing time-series changes in the fuel injection amount, and a graph G3 showing time-series changes in the number of revolutions for a certain period of time after the vehicle leaves the garage. be. The horizontal axis indicates time (hours and minutes), the left vertical axis indicates vehicle speed (km/h) and fuel injection amount (cc), and the right vertical axis indicates vehicle rotation speed (rpm). Based on the recorded vehicle data, the vehicle-mounted device 10 determines that the vehicle is accelerating when both the vehicle speed and the fuel injection amount are increasing. In the example of FIG. 7, both the graphs G1 and G2 rise within the frames indicated by reference numerals 91, 92, and 93, and it is determined that the vehicle is accelerating. The vehicle-mounted device 10, for example, determines that the vehicle is accelerating when the speed and the fuel injection amount increase three to five times in succession, and when at least one of the speed and the fuel injection amount decreases, the vehicle is not accelerating. I judge. In addition, the vehicle-mounted device 10 may determine whether the vehicle is accelerating based only on the speed change.

When the vehicle-mounted device 10 determines in step S12 that the vehicle is accelerating, the process proceeds to step S13, and when it determines that the vehicle is not accelerating, the process proceeds to step S15. The threshold value determination (step S13) is performed only when the vehicle is accelerating, and the threshold value determination is not performed when the vehicle travels irregularly, such as when the vehicle is going down a slope. It is possible to prevent unnecessary alerts from occurring.

In step S13, the vehicle-mounted device 10, first, based on the gear ratio stored in the nonvolatile memory 26A and the vehicle speed and engine speed (current engine speed) acquired in step S11, the current gear (speed) is detected. Next, the vehicle-mounted device 10 compares the current engine speed with the threshold corresponding to the detected gear among the energy-saving driving thresholds stored in the nonvolatile memory 26A, and determines that the current engine speed is the energy-saving driving threshold. is exceeded.

When the engine speed exceeds the energy-saving driving threshold in step S13, the vehicle-mounted device 10 notifies a shift-up alert by voice output or by voice output and display (step S14). For example, the driver is urged to shift up by one gear (shift up) by issuing an alarm sound or by notifying the driver of a shift-up alert by voice guidance or display saying "Please shift up by one step". be able to. On the other hand, when the engine speed does not exceed the energy-saving operation threshold in step S13, the vehicle-mounted device 10 proceeds to the process of step S15.

In step S<b>15 , the vehicle-mounted device 10 records the determination result, that is, whether or not the energy-saving driving threshold is exceeded in the memory card 65 , for example. Also recorded is whether or not the vehicle has been shifted up after the energy-saving driving threshold is exceeded and the alert is notified. Furthermore, since the number of times the alert has been notified until the shift up is also recorded, this information can be used for the driver's driving evaluation. Therefore, driver evaluation and safe driving guidance can be performed more appropriately.

A specific example of the energy-saving operation determination process will be described with reference to FIG. FIG. 8 is a scatter diagram similar to FIG. 5, but in FIG. 8 plotted vehicle data obtained after the server 80 started operating the service. When the vehicle-mounted device 10 acquires the speed and the engine speed indicated by the data P1, the vehicle-mounted device 10 determines that the current gear is the 2nd speed, and sets the maximum engine speed Rmax2 in the case of the 2nd speed as the energy-saving driving threshold. use. The vehicle-mounted device 10 determines that the vehicle is accelerating from the data P1 and changes in the speed and fuel injection amount before the data P1, and the current engine speed exceeds the maximum engine speed Rmax2. Notify shift up alert.

When the vehicle-mounted device 10 acquires the vehicle data of the data P2, when it is determined that it is not accelerating from the change in the fuel injection amount acquired at the same time as the speed and the engine speed, the determination processing regarding the energy-saving driving threshold (step S13 ) is not performed.

When the vehicle-mounted device 10 acquires the vehicle data of the data P3, the vehicle-mounted device 10 determines that the current gear is the 5th gear, and uses the maximum engine speed Rmax5 for the 5th gear as the energy-saving driving threshold. The vehicle-mounted device 10 determines that the vehicle is accelerating from the data P3 and changes in the speed and fuel injection amount before the data P3. Do not notify shift up alert.

<Creation processing of energy-saving operation evaluation>
The process of creating an energy-saving driving evaluation by the server 80 will be described with reference to FIGS. 9 to 12. FIG.
FIG. 9 is a flow chart showing an example of processing for creating an energy-saving driving evaluation by the server 80 . In the server 80, the control unit 81 cooperates with each unit constituting the server 80 to execute the processing shown in FIG. The process of FIG. 9 is executed as part of the operation management service provided by the server 80, for example, after the vehicle has finished running for the day. Note that the server 80 may execute the processing shown in FIG. 9 each time a request is made by the office terminal 30 .

The server 80 activates dedicated application software for data analysis (abbreviated as "application") (step S21). The application reads vehicle data (vehicle speed and engine speed) and event data for each of one or more vehicles from the database 85 (step S22). In the energy-saving operation evaluation mode for evaluating energy-saving operation, the application extracts each event data of upshift instruction, excessive speed, and stop from the data read in step S22 as objects to be processed.

The application calculates the ratio of the number of compliances to the total number of shift-up instructions (compliance rate) (step S24). If an upshift is performed within a predetermined time after an upshift instruction (shiftup alert) is issued, the number of times the upshift instruction has been complied with (number of compliances) is counted. The app may count the number of adherences by taking into account how many times the alert was notified before being upshifted. For example, if an upshift occurs after being notified of an upshift alert multiple times, the app will comply if the upshift occurs, for example, after the second alert notification (i.e., before the third alert notification). count as times. On the other hand, the application does not count the number of times of compliance when the driver shifts up after receiving the third and subsequent alert notifications. After calculating the compliance rate of the shift-up instruction, the application evaluates the compliance rate on a scale of 5 from A to E.

The application weights the number of times the vehicle has exceeded the speed limit and the length of time the vehicle has exceeded the speed limit, calculates an evaluation value, and evaluates the evaluation value on a scale of 5 from A to E (step S25). FIG. 10 is a diagram showing an example of how the server 80 calculates an evaluation value for speeding. In the example of FIG. 10, the number of times of overspeeding per 1km is 5 times, the score is 80 points, the speeding time is 2.5 hours (h), the score is 30 points, the weight of the number of times of overspeeding is 0.3, The overspeed time weight is set to 0.7. In this case, the app multiplies the scores for the number of times of overspeeding and the time by their respective weights, adds them up, calculates the evaluation value as 45, and evaluates as C.

The application calculates the ratio of the number of slow stops to the total number of times the vehicle stops (slow stop rate) (step S26). A slow stop means that the accelerator is released and the vehicle is stopped after a predetermined time has elapsed, or after traveling a predetermined distance. The application counts the number of slow stops based on the vehicle speed and engine speed before the occurrence of the stop event, calculates the slow stop rate, and evaluates the rate on a scale of 5 from A to E.

The application creates an energy-saving driving evaluation including the evaluations made in steps S24 to S26 for the driver of each vehicle (step S27), and sends the created energy-saving driving evaluation to the office terminal 30 and a communication terminal owned by the driver. Each is output (step S28). The results of the energy-saving driving evaluation can include an evaluation of the target fuel consumption.

FIG. 11 is a diagram showing an example of the daily driving report output by the office terminal 30, and shows an image of the daily driving report 100 displayed on the display unit 33. As shown in FIG. The daily driving report 100 is created and output by the office terminal 30 based on the results of the energy-saving driving evaluation output from the server 80 . The daily driving report 100 shows the operation status of one vehicle operation (one day's operation), and includes a speed and engine speed chart 101, a distance chart 102, a driving state chart 103, and an event occurrence time/number display. 104, and energy-saving operation evaluation item 105. The horizontal axis of each chart 101, 102, 103 indicates time. A chart 101 shows the speed change C1 and the engine speed change C2, where the left vertical axis indicates speed (km/h) and the right vertical axis indicates rotation speed (rpm). A chart 102 shows the change C3 in the running distance, and the vertical axis shows the distance (km). Chart 103 shows changes C4 in operating conditions and changes C5 in road conditions.

The energy-saving driving evaluation item 105 indicates the result of the energy-saving driving evaluation transmitted from the server 80, and includes shift-up instruction 105-1, excessive speed 105-2, slow stop 105-3, comprehensive evaluation 105-4, and estimated fuel efficiency improvement. 105-5 items. Evaluations (any of A to E) created by the server 80 are displayed as shift-up instructions 105-1, overspeeding 105-2, and slow stop 105-3. output as 105-4. In addition, according to the result of the comprehensive evaluation 105-4, a mark corresponding to each stage of, for example, a five-level evaluation is output as an estimated fuel efficiency improvement 105-5.

By outputting a driving daily report 100 (evaluation results regarding driving of each driver) at the office terminal 30, the driving guidance points for each driver are clarified, and the driving education effect for the driver by the transportation business operator (manager). can be improved. Furthermore, for transportation companies, there is an advantage that energy-saving operation improves fuel efficiency and reduces transportation costs.

FIG. 12 is a diagram showing an example of energy-saving driving evaluation results displayed on the communication terminal 200 owned by the driver. Energy-saving driving evaluation 201-1 displayed on display unit 201 of communication terminal 200 includes image diagram 201-2 showing the vehicle to be evaluated, and energy-saving driving evaluation items 201-3. The energy-saving operation evaluation item 201-3 is the same as the energy-saving operation evaluation item 105 shown in FIG.

Since the energy-saving driving evaluation 201-1 is displayed on the communication terminal 200, the driver can perform the energy-saving driving evaluation 201-1 (energy-saving driving evaluation item 201-3) at a place other than the office where the office terminal 30 is installed. can be confirmed, it is possible to raise awareness of energy-saving driving.

As described above, according to the operation management system 1 of the present embodiment, the server 80 (operation management device) calculates the energy-saving operation threshold for the engine speed based on the speed of the vehicle and the engine speed, and the vehicle-mounted device Set to 10. In the vehicle-mounted device 10, when the engine speed exceeds the energy-saving operation threshold, it is possible to notify an alert prompting to change the gear stage to a gear stage one level higher (shift up). Thus, according to the operation management system 1, while suppressing the processing load of the server 80, the vehicle-mounted device 10 does not need a configuration for calculating the energy-saving operation threshold, thereby simplifying the configuration of the vehicle-mounted device 10 while saving energy. Can assist driving.

Further, according to the operation management system 1 of the present embodiment, by notifying an alert when the engine speed exceeds the energy-saving operation threshold during acceleration of the vehicle, the driver is encouraged to shift up at an appropriate timing, It is possible to make the driver aware of energy-saving driving. Therefore, energy-saving operation can reduce the amount of fuel used and promote improvement in fuel efficiency. In addition, when the vehicle is traveling irregularly, such as when driving on a slope, unnecessary alerts are generated when the fuel efficiency improvement effect of upshifting cannot be expected by not performing the threshold judgment (energy-saving driving judgment). can be prevented. Moreover, since the operation management system 1 uses the energy-saving operation threshold value received from the server 80, it is possible to simplify the configuration of the vehicle-mounted device 10 and reduce the processing load, while achieving the above effects. Furthermore, in the driving management system 1, the server 80 creates an energy-saving driving evaluation and transmits it to the office terminal 30 and the communication terminal 200, so that the driving education effect for the driver by the transportation company (administrator) can be improved, and , the driver's awareness of energy-saving driving can be enhanced.

It should be noted that the present invention is not limited to the above-described embodiments, and can be modified, improved, etc. as appropriate. In addition, the material, shape, size, numerical value, form, number, location, etc. of each component in the above-described embodiment are arbitrary and not limited as long as the present invention can be achieved.

In the above embodiment, the vehicle-mounted device 10 collectively transmits to the server 80 the vehicle data including the vehicle speed and the engine speed recorded at regular intervals while the vehicle is running. You may acquire vehicle data by. For example, the vehicle-mounted device 10 records vehicle data in the memory card 65, attaches the memory card 65 to the card I/F 35 of the office terminal 30, reads out the recorded vehicle data, and transfers the data from the office terminal 30 to the server 80. send. The server 80 can acquire the vehicle data by receiving the vehicle data from the office terminal 30 at the communication unit 82 . Alternatively, the server 80 may be provided with a card I/F, and the vehicle data may be obtained by reading the vehicle data from the memory card 65 in the server 80 .

Further, in the above-described embodiment, the server 80 sets the calculated energy-saving driving threshold value in the vehicle-mounted device 10 by transmitting it to the vehicle-mounted device 10 via the communication unit 82 . may The energy-saving operation threshold calculated by the server 80 may be transmitted to the office terminal 30 and recorded in the memory card 65 in the office terminal 30 . In the vehicle-mounted device 10, the driver or administrator may attach the memory card 65 to the card I/F 18 of the vehicle-mounted device 10, read the energy-saving driving threshold from the memory card 65, and set it.

Furthermore, in the preparatory stage before starting the service, the server 80 links the vehicle data collected by the vehicle-mounted device 10 installed in the vehicle, the calculated energy-saving driving threshold, and the vehicle information including the model and engine model of the vehicle. It may be stored in the database 85 with an attachment. In this case, the energy-saving operation threshold can be applied to other vehicles (same-model vehicles) that have the same vehicle model and engine type as the vehicle information, so that the same-model vehicles do not need to be prepared in advance for threshold calculation. You can start providing services immediately.

Here, the characteristics of the operation management device, the vehicle-mounted device, and the operation management system according to the embodiments of the present invention described above are briefly listed in [1] to [10] below.
[1] A driving management device (server 80) capable of communicating with an on-vehicle device (10) mounted on a vehicle with a transmission capable of switching between a plurality of gears,
An acquisition unit (communication unit 82) that acquires vehicle data, including the speed and engine speed of the vehicle, recorded at regular intervals while the vehicle is running, from the vehicle-mounted device;
a storage unit (database 85) that stores the vehicle data;
Based on the vehicle data, a first A threshold calculation unit that calculates a gear ratio and a second gear ratio, calculates a maximum engine speed based on the idling speed and the first gear ratio and the second gear ratio, and outputs the maximum engine speed as a threshold. (control unit 81) and
Operation management device (server 80).
[2] The threshold calculator,
Identify the idling speed from the vehicle data,
setting a minimum engine speed based on the idling speed;
calculating a reference speed based on the second gear ratio and the minimum engine speed;
calculating the maximum engine speed based on the first gear ratio and the reference speed and outputting it as the threshold;
The operation management device according to [1] above.
[3] The acquisition unit acquires vehicle information including the model and engine model of the vehicle from the vehicle-mounted device,
The storage unit stores the threshold in association with the vehicle information.
The operation management device according to the above [1] or [2].
[4] A transmission unit that transmits the threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to any one of [1] to [3] above.
[5] The threshold calculation unit
outputting the maximum engine speed calculated based on the idle speed and the first gear ratio and the second gear ratio as a first threshold value for the first gear;
Based on the vehicle data, a third gear ratio, which is a gear ratio for a third gear that is one gear higher than the second gear, is calculated, and the idling speed and the second gear ratio and A second maximum engine speed, which is the maximum engine speed in the second gear, is calculated based on the third gear ratio, and the second maximum engine speed is used as a second threshold value for the second gear. Output,
The operation management device according to any one of [1] to [3] above.
[6] A transmission unit that transmits the first threshold and the second threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to [5] above.
[7] The vehicle-mounted device (10) capable of communicating with the operation management device (server 80) according to [1] above,
a threshold storage unit (nonvolatile memory 26A) that stores the threshold output from the operation management device;
a data acquisition unit (speed I/F 12A, engine rotation I/F 12B, external input I/F 13, control unit 11) that acquires vehicle data including the vehicle speed and engine speed;
an acceleration determination unit (control unit 11) that determines whether the vehicle is accelerating based on the change in speed;
A threshold determination unit (control unit 11) that determines whether the engine speed exceeds the threshold;
An alert unit (display unit 27, speaker 20) that notifies an alert prompting to change the gear stage to a gear stage one higher when the engine speed exceeds the threshold value,
The threshold determination unit determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is accelerating, and determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is not accelerating. do not judge
A vehicle-mounted device (10).
[8] the vehicle data includes a fuel injection amount of the vehicle;
The acceleration determination unit determines that the vehicle is accelerating when both the speed and the fuel injection amount are increasing.
The vehicle-mounted device according to [7] above.
[9] A gear stage detection unit (control unit 11) that detects a gear stage is provided,
The threshold storage unit stores a first threshold value for at least a first gear stage and a second threshold value for a second gear stage that is one gear stage above the first gear stage, among the plurality of gear stages. remember,
The threshold determination unit determines whether or not the engine speed exceeds the first threshold when the gear detection unit detects the first gear. Determining whether or not the engine speed exceeds the second threshold when a gear position is detected;
The vehicle-mounted device according to the above [7] or [8].
[10] The operation management device (server 80) according to any one of [1] to [6] above;
The vehicle-mounted device (10) according to any one of [7] to [9] above,
In the vehicle-mounted device,
The threshold storage unit stores the threshold calculated by the operation management device,
The threshold determination unit determines whether the engine speed exceeds the threshold,
Operation management system (1).

1 operation management system 10 vehicle-mounted equipment 11, 31, 81 control unit 12A, 12B, 13, 14, 16, 19 interface (I / F)
15 GPS receiver 17 Recording unit 20 Speaker 21 RTC unit 22 Switch input unit 23 Cameras 24, 32, 82 Communication unit 25 Power supply unit 26A Nonvolatile memory 26B Volatile memory 27, 33 Display unit 28 G sensor 30 Office terminal 34, 83 Storage Unit 36 Operation unit 37 Output unit 51 Vehicle speed sensor 65 Memory card 70 Network 71 Base station 80 Server 85 Database

Claims (10)

A driving management device capable of communicating with an in-vehicle device mounted on a vehicle equipped with a transmission capable of switching between a plurality of gears,
an acquisition unit that acquires vehicle data including the speed and engine speed of the vehicle, which are recorded at regular time intervals while the vehicle is running, from the vehicle-mounted device;
a storage unit that stores the vehicle data;
Based on the vehicle data, a first A threshold calculation unit that calculates a gear ratio and a second gear ratio, calculates a maximum engine speed based on the idling speed and the first gear ratio and the second gear ratio, and outputs the maximum engine speed as a threshold. and
Operation management device. The threshold calculator,
Identify the idling speed from the vehicle data,
setting a minimum engine speed based on the idling speed;
calculating a reference speed based on the second gear ratio and the minimum engine speed;
calculating the maximum engine speed based on the first gear ratio and the reference speed and outputting it as the threshold;
The operation management device according to claim 1. The acquisition unit acquires vehicle information including the model and engine model of the vehicle from the vehicle-mounted device,
The storage unit stores the threshold in association with the vehicle information.
The operation management device according to claim 1 or 2. A transmission unit that transmits the threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to any one of claims 1 to 3. The threshold calculator,
outputting the maximum engine speed calculated based on the idle speed and the first gear ratio and the second gear ratio as a first threshold value for the first gear;
Based on the vehicle data, a third gear ratio, which is a gear ratio for a third gear that is one gear higher than the second gear, is calculated, and the idling speed and the second gear ratio and A second maximum engine speed, which is the maximum engine speed in the second gear, is calculated based on the third gear ratio, and the second maximum engine speed is used as a second threshold value for the second gear. Output,
The operation management device according to any one of claims 1 to 3. A transmission unit that transmits the first threshold and the second threshold calculated by the threshold calculation unit to the vehicle-mounted device,
The operation management device according to claim 5. The vehicle-mounted device capable of communicating with the operation management device according to claim 1,
a threshold storage unit that stores the threshold output from the operation management device;
a data acquisition unit that acquires vehicle data including the vehicle speed and engine speed;
an acceleration determination unit that determines whether the vehicle is accelerating based on the change in speed;
a threshold determination unit that determines whether the engine speed exceeds the threshold;
an alert unit that notifies an alert urging the user to change the gear stage to a gear stage one level higher when the engine speed exceeds the threshold value;
The threshold determination unit determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is accelerating, and determines whether the threshold is exceeded when the acceleration determination unit determines that the vehicle is not accelerating. do not judge
In-vehicle device. the vehicle data includes a fuel injection amount of the vehicle;
The acceleration determination unit determines that the vehicle is accelerating when both the speed and the fuel injection amount are increasing.
The vehicle-mounted device according to claim 7. Equipped with a gear stage detection unit that detects a gear stage,
The threshold storage unit stores a first threshold value for at least a first gear stage and a second threshold value for a second gear stage that is one gear stage above the first gear stage, among the plurality of gear stages. remember,
The threshold determination unit determines whether or not the engine speed exceeds the first threshold when the gear detection unit detects the first gear. Determining whether or not the engine speed exceeds the second threshold when a gear position is detected;
The vehicle-mounted device according to claim 7 or 8. The operation management device according to any one of claims 1 to 6,
A vehicle-mounted device according to any one of claims 7 to 9,
In the vehicle-mounted device,
The threshold storage unit stores the threshold calculated by the operation management device,
The threshold determination unit determines whether the engine speed exceeds the threshold,
Operation management system.

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