JP5296449B2 - Eco driving support device - Google Patents

Description

  The present invention relates to a technology for supporting a driver's eco-driving.

  In recent years, an eco-driving support device that supports a driver's eco-driving from the viewpoint of environmental protection has been mounted on vehicles. For example, the eco-driving support device determines whether or not the vehicle is in a driving state with good fuel efficiency (hereinafter referred to as an eco-driving state) from the amount of accelerator depression, engine and transmission efficiency, and traveling speed and acceleration. To do. When the eco-driving support device determines that the traveling state is in the eco-driving state, the eco-driving support device turns on an LED (Light Emitting Diode). There is also known a technique for calculating a fuel consumption rate at a certain moment while the vehicle is traveling and displaying the fuel consumption information as fuel consumption information.

  Patent Document 1 proposes a technique for comprehensively evaluating vehicle fuel consumption based on fuel consumption under various conditions by measuring vehicle fuel consumption based on a plurality of types of fuel measurement conditions.

  In Patent Document 2, the target fuel consumption set by the user is compared with the instantaneous fuel consumption obtained by calculation, and the result of the comparison is displayed by a speaker, a backlight of a liquid crystal screen, LED lighting, or the like.

JP 2001-108503 A Japanese Patent Laid-Open No. 2003-42000

When a vehicle equipped with a fuel consumption meter and displaying fuel consumption information is to be mounted with the above-described eco-driving support device, a display of fuel consumption information and a determination display of eco-driving state (hereinafter referred to as an eco-degree display) May be displaced.
The display of the eco level provided by the eco-driving support device indicates how to perform an operation to improve the eco-driving state. The display may be shifted.
Depending on the driver, if there is a deviation in these displays, it is stressful because it is not known which display should be operated. Patent Documents 1 and 2 also do not disclose a technique for eliminating the display inconsistency between the display of the fuel consumption information and the display of the eco degree.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide an eco-driving support device that reduces inconsistencies in display between the display of the eco degree of driving operation and the display of fuel consumption information. .

In order to achieve such an object, the eco-driving support device of the present invention distinguishes between driving operation state information indicating the state of driving operation of the vehicle by the driver and whether or not the driving operation of the driver is an eco-driving operation. Driving operation eco degree acquisition means for obtaining an eco degree of the driving operation based on an eco threshold value, and the eco degree of driving operation acquired by the driving operation eco degree acquisition means is the eco threshold. Driving eco eco-degree display control means for controlling the display so that it is displayed in a relative amount with respect to the value, and the first fuel consumption information within the first predetermined period, the second predetermined period longer than the first predetermined period a fuel consumption display control means for controlling the display so as to display a relative amount with respect to the second fuel consumption information in, based on the second mileage information the fuel efficiency display control means to display, the driving operation d And a display correction means degree display control means for correcting the eco degree of driving operation to be displayed.
As described above, the present invention can reduce the display mismatch between the display of the eco degree of the driving operation and the display of the fuel economy information by correcting the eco degree of the driving operation based on the fuel efficiency information.

In the eco-driving support device, the driving operation eco degree display control means causes the display based on the driving operation state information when the vehicle is in a running state when the vehicle is in a running state. controls the display, the fuel consumption display control means, when the vehicle is in a traveling state, the display of the first fuel consumption information in the first within the predetermined period in relative amounts with respect to the second fuel consumption information The display may be controlled so as to be displayed .

In the eco-driving support device, the display correction unit may correct the eco-threshold based on the second fuel consumption information .

The eco-driving support device of the present invention is based on driving state information indicating a driving state of a vehicle and an eco threshold value for distinguishing whether or not the driving state of the vehicle is an eco driving state. Driving state eco degree acquisition means for obtaining an eco degree of state , and display so that the eco degree of driving operation acquired by the driving operation eco degree acquisition means is displayed as a relative amount with respect to the eco threshold value. The driving operation eco degree display control means and the first fuel consumption information within the first predetermined period are displayed in a relative amount with respect to the second fuel consumption information during the second predetermined period longer than the first predetermined period. a fuel consumption display control means for controlling the, on the basis of the second fuel consumption information that the fuel consumption display control means displays, eco-degree operating state to be displayed is the operating condition Eco degree display control means And a display correcting means for correcting.

  ADVANTAGE OF THE INVENTION According to this invention, the mismatch of the display which arises in the display of the eco-degree of driving operation and the display of fuel consumption information can be reduced.

  The best embodiment of the present invention will be described with reference to the accompanying drawings.

First, the configuration of the present embodiment will be described with reference to FIG. FIG. 1 shows the configuration of an eco-driving support system 1A that supports eco-driving. Note that the definition of eco in this specification has both economy and ecology meanings.
Economy means saving fuel (saving fuel) by reducing fuel consumption. Ecology means that consumption of fossil fuels is suppressed, or generation and emission of harmful substances and carbon dioxide caused by combustion of fossil fuels are suppressed.

An eco-driving support system 1A shown in FIG. 1 includes a powertrain ECU (Electronic Control Unit) 10 that controls an engine and a transmission, a hybrid ECU (hereinafter referred to as HV-ECU) 20 that controls a hybrid system, It has a system configuration in which a meter ECU 30 that controls display on the indicator panel 40 and a motor / generator ECU 50 that controls the motor / generator are connected by an in-vehicle communication bus. These ECUs communicate with other ECUs in accordance with a protocol such as CAN (Controller Area Network), for example.
The hybrid system is a system that controls the drive of the engine and the motor so that the hybrid vehicle can travel most efficiently. The HV-ECU 20, the power train ECU 10, the motor / generator ECU 50, and the like shown in FIG. include.
1 shows a powertrain ECU 10, an HV-ECU 20, a meter ECU 30, and a motor / generator ECU 50 as ECUs connected to the in-vehicle communication bus. It is assumed that an ECU that controls a plurality of vehicles is connected.
In addition, an arrow indicated by a solid line in FIG. 1 represents a physical connection state of signals, and an arrow indicated by a dotted line in FIG. 1 represents a data flow.

The powertrain ECU 10 acquires sensor signals representing the intake air amount, air-fuel ratio, and the like from the various sensors 2, and calculates control command values such as fuel injection amount, ignition timing, and shift timing based on the acquired sensor signals. . Based on the calculation result, an actuator such as an injector or an ignition coil is controlled.
Further, the power train ECU 10 is provided with a fuel consumption calculation unit 15. The fuel consumption calculation unit 15 calculates the instantaneous fuel consumption and the average fuel consumption of the vehicle.
The fuel consumption calculation unit 15 inputs a pulse signal corresponding to the rotational speed of the wheel from the vehicle speed sensor among the various sensors 2. The fuel consumption calculation unit 15 calculates a travel distance from the number of pulses of the input pulse signal and the distance per unit pulse. The distance per unit pulse is stored in a memory (a RAM 28 shown in FIG. 3 described later), and is read from the memory when the fuel consumption calculation unit 15 calculates the travel distance.
Further, the fuel consumption calculation unit 15 calculates a fuel injection amount from the fuel injection time acquired from a control device (not shown) that controls the engine in the powertrain ECU 10 and the injection amount per unit time. The injection amount per unit time is also stored in the memory, and is read from the memory when the fuel consumption calculation unit 15 calculates the fuel injection amount. The fuel consumption calculation unit 15 calculates instantaneous fuel consumption (first fuel consumption information) and average fuel consumption (second fuel consumption information) from the calculated travel distance and fuel injection amount. The calculated instantaneous fuel consumption and average fuel consumption are notified to the eco judgment unit 22 as fuel consumption information. Note that the instantaneous fuel consumption, a fuel efficiency in the past few seconds (predetermined interval or a first predetermined interval). Further, the average fuel consumption can be easily calculated by integrating the fuel injection amount in correspondence with a preset distance (second predetermined section). This distance can be set in various ways, such as the distance traveled for a predetermined time, such as one trip, one day, one month, one year, etc., from when the ignition key is turned on to when it is turned off, or a preset predetermined distance. It is.

  The HV-ECU 20 controls the overall hybrid system so that the hybrid vehicle can travel most efficiently by mutually managing and controlling a battery ECU (not shown), an engine ECU, a motor / generator ECU 50, and the like. In the present embodiment, the HV-ECU 20 has a function as an eco-driving support device, and the HV-ECU 20 is provided with an eco judgment unit 22 in addition to the HV control unit 21. The eco judgment unit 22 functions as driving operation eco degree acquisition means, driving operation eco degree display control means, fuel consumption display control means, display correction means, driving state eco degree acquisition means, driving state eco degree display control means of the present invention. Yes.

The HV control unit 21 acquires sensor signals measured by the various sensors 2 and signals sent from other EUCs, and generates a control signal for controlling the hybrid system. The sensor signal includes an accelerator opening measured by an accelerator opening sensor (not shown), a vehicle speed measured by a vehicle speed sensor (not shown), a shift position detected by a shift position sensor (not shown), and vehicle control. Examples include a switch state for switching modes (power mode, sports mode, etc.), a signal indicating a battery voltage, and the like.
The HV control unit 21 calculates vehicle power, vehicle limit output, battery charging permission power, and the like based on the acquired sensor signal, and outputs the calculated information to the eco determination unit 22 as an HV state signal. .

The eco judgment unit 22 inputs the HV state signal output from the HV control unit 21, the sensor signals measured by the various sensors 2, and the fuel consumption information output from the fuel consumption calculation unit 15.
Based on the input HV state signal and sensor signal (these signals correspond to the driving operation state information), the eco judgment unit 22 displays an eco driving state amount (driving) that represents the vehicle driving operation or the eco degree of the driving operation. The eco degree of operation or the eco degree of driving state is calculated. Details of the eco-driving state quantity will be described later.
Further, the eco judgment unit 22 determines whether the current driving state of the vehicle is in the eco driving state based on the calculated eco driving state amount and the eco judgment threshold (the eco judgment threshold will be described later). Determine if you are in non-eco-driving state. Details of this processing will also be described later.
The eco determination unit 22 outputs an eco state signal indicating the eco driving state amount, a determination result of determining whether or not the vehicle is currently in the eco driving state, and the like to the notification control unit 31 of the meter ECU 30. The eco judgment unit 22 also outputs the fuel consumption information acquired from the fuel consumption calculation unit 15 to the notification control unit 31 as an eco state signal.

The meter ECU 30 is an ECU that controls display on the indicator panel 40. The meter ECU 30 is provided with a notification control unit 31. The notification control unit 31 acquires the eco state signal from the eco determination unit 22, and generates a display image representing the eco degree of the driving state of the vehicle based on the eco driving state signal. The generated display image is displayed in real time on the eco display unit 41 of the indicator panel 40 based on the control of the notification control unit 31.
Further, the notification control unit 31 causes the fuel consumption information acquired from the powertrain ECU 10 to be displayed on the instantaneous fuel consumption meter 100 of the indicator panel 40. An example of the instantaneous fuel consumption meter 100 is shown in FIG. The instantaneous fuel consumption meter 100 displays whether the instantaneous fuel consumption is better or worse than the average fuel consumption. The middle position of the instantaneous fuel consumption meter 100 is defined as the average fuel consumption, and whether the instantaneous fuel consumption is better or worse than the average fuel consumption is displayed. That is, in the instantaneous fuel consumption meter 100 shown in FIG. 2, the instantaneous fuel consumption (first fuel consumption information) is displayed in a relative manner so that the relative relationship with the average fuel consumption (second fuel consumption information) can be understood.
The instantaneous fuel consumption meter 100 may display the instantaneous fuel consumption and the average fuel consumption separately, in addition to displaying the instantaneous fuel consumption as a relative display of the average fuel consumption.

  The indicator panel 40 is provided with an eco display unit 41 for displaying a display indicating the eco level of the driving state of the vehicle and a display of the instantaneous fuel consumption meter of the vehicle. Based on the control of the notification control unit 31, the eco display unit 41 displays the eco bar display and the instantaneous fuel consumption meter display in real time.

  The motor / generator ECU 50 controls driving of the motor / generator in accordance with various state signals and various control signals output from the HV-ECU 20.

  FIG. 3 shows the hardware configuration of the HV-ECU 20, the powertrain ECU 10, the meter ECU 30, and the motor / generator ECU 50. In these ECUs 20, 10, 30, and 50, a ROM 26 storing a program for realizing a control process by the ECU, in particular, a program for eco judgment described later in the HV-ECU 20, and a ROM 26 are stored. A central processing unit (CPU) 25 that reads the processed program and executes processing, a RAM 28 that stores temporary data used during calculation, a data input / output unit 27, and the like.

Next, the amount of eco-driving state generated by the eco judgment unit 22 will be described.
In this embodiment, the eco-driving state quantity is calculated based on the vehicle power. In a hybrid vehicle, since a motor driven by electric power and an engine are provided, vehicle power is used to express energy generated by both the motor and the engine on one basis. The vehicle power is expressed as the amount of electric power and the power, and can be obtained by the sum of the product of the engine torque and the engine speed and the product of the motor torque and the motor speed.
The eco judgment unit 22 first acquires the vehicle speed from the various sensors 2 and also acquires the vehicle power from the HV control unit 21. Next, with reference to the eco determination threshold map shown in FIG. 4, an upper limit value of vehicle power (hereinafter, this value is referred to as an eco determination threshold) at which the vehicle can be determined to be in an eco driving state at the current vehicle speed. Call). In this eco judgment threshold map, an eco judgment threshold set in accordance with the vehicle speed is recorded. The eco determination threshold value map also records vehicle power (hereinafter referred to as engine start threshold value G) that is set according to the vehicle speed and that requires engine start.
The eco determination unit 22 refers to the eco determination threshold value map shown in FIG. 4 and obtains the vehicle power eco determination threshold value and the engine start threshold value from these values and the HV control unit 21. The eco-driving state quantity is calculated based on the current vehicle power. A specific method of calculating the eco-drive state quantity will be described with reference to FIG.

FIG. 5 shows an example of the eco bar display 60 displayed on the eco display unit 41 of the indicator panel 40.
The eco bar display 60 is displayed on the eco display unit 41 by creating a display image in the notification control unit 31 of the meter ECU 30 based on an eco state signal or the like notified from the eco determination unit 22.
The eco bar display 60 graphically displays the eco driving state quantity as a relative quantity with respect to the eco judgment threshold value. Further, the eco-driving state quantity is graphically displayed as a relative quantity with respect to the engine start threshold value G.

  As shown in FIGS. 5 (A), (B), (C), and (D), the eco bar display 60 includes a bar display 61 of an eco driving state amount requested by the driver and an HV eco driving area 62 (FIG. 5). OA section shown in FIG. 5), eco-operation area 63 (AB section shown in FIG. 5), non-eco-operation area 64 (BC section shown in FIG. 5), and regenerative operation area (shown in FIG. 5). OP-to-P) 65, engine starting threshold value (point G shown in FIGS. 5A, 5B, 5C, and 5D), and eco determination threshold value (FIG. 5A) , (B), (C), (D) B).

FIG. 5A shows an example in which an eco-driving state quantity bar display 61 is displayed in the HV eco-driving area 62. When the bar display 61 of the eco-driving state quantity is displayed in the HV eco-driving area 62, the state where the vehicle is running with the motor is displayed. In the HV eco-drive region 62, the eco-drive state amount is displayed as a relative amount of the current vehicle power generated in the vehicle with respect to the engine start threshold value G.
A formula for calculating the amount of eco-drive state in the HV eco-drive region 62 is shown below.
Eco-drive state quantity = (current vehicle power / engine start threshold) x 50 [%] (1)
The upper limit value of the HV eco-operation region 62 is the engine start threshold G. The engine start threshold value G is a threshold value for starting the engine when the vehicle power required by the driver becomes higher than the engine start threshold value G.

FIG. 5B shows an example in which the bar display 61 of the eco-drive state quantity is displayed in the eco-drive region 63. When the vehicle power required by the driver exceeds the engine start threshold value G, the eco-drive state quantity is displayed in the eco-drive area 63. That is, when the engine is in the start state, the eco-drive state quantity is displayed on the boundary of the engine start threshold G or on the side where the eco degree is worse than the engine start threshold G.
When the bar display 61 of the eco-drive state quantity is displayed in the HV eco-drive region 62, the vehicle travels with the motor and the engine, indicating that the drive state of the vehicle is in the eco-drive state.
In the eco-driving region 63, the eco-driving state quantity is obtained by the following formula (2) using the current vehicle power of the vehicle, the engine start threshold value, and the eco-decision threshold value.
Eco-drive state quantity = {(current vehicle power−engine start threshold) / eco determination threshold−engine start threshold} × 50 [%] + 50 [%] (2)

FIG. 5C shows an example in which the eco display state bar display 61 is displayed in the non-eco driving region 64. When the vehicle power required by the driver exceeds the eco determination threshold value, the eco driving state amount is displayed in the non-eco driving region 64. When the bar display 61 of the eco-drive state quantity is displayed in the non-eco-drive region 64, it indicates that the vehicle is in the non-eco-drive state.
The amount of eco-drive state in the non-eco-drive region 64 is also obtained by the above-described equation (2).

FIG. 5D shows an example in which the bar display 61 of the eco-drive state quantity is displayed in the regenerative operation area 65. When the driving state of the vehicle is in a regenerative driving state by an operation such as regenerative braking, an eco-driving state amount bar display 61 is displayed in the regenerative driving region 65.
The eco-driving state quantity in the regenerative operation area 65 is obtained by the following equation (3).
Eco-driving state quantity = (current vehicle power / regeneration limit value) × −100 [%] (3)
As the regeneration limit value, a limit value that can be generated by regeneration, a limit value that can be charged, and the like are set.

  5A to 5D is the origin position, and indicates the boundary line between the eco operation region 63 and the regenerative operation region 65. When the eco-driving state quantity is displayed at point O, it indicates that the eco-driving state quantity is 0%.

  The engine start threshold G varies depending on the vehicle speed, the remaining battery level, etc., and the minimum value is 0 [kW]. That is, when the engine start threshold value is 0 [kW], the same 0 [kW] is expressed at the O point and the A point.

The eco-driving state quantity may be calculated from a map shown in FIG. By calculating the eco-driving state quantity using the map, the calculation of the eco-driving state quantity can be simplified.
In the map shown in FIG. 6, the horizontal axis represents vehicle power [kW], and the vertical axis represents eco-drive state quantity [%]. The point A ′ shown in the map indicates the engine start threshold value. Point A represents a display change threshold value for switching the bar display 61 from the HV eco-operation region 62 to the eco-operation region 63. The eco-driving state quantity at points A ′ and A indicates 50 [%].
Further, the point B shown in the map indicates the eco determination threshold value. The eco-driving state quantity at point B is 100 [%]. Point C indicates a state where the eco-drive state quantity is 150 [%], and point P indicates a regeneration limit value. The eco-driving state quantity at point P represents −100 [%].
Note that Px <Ox ≦ Ax ≦ A′x ≦ Bx <Cx. Px is the X coordinate value of point P shown in the map, Ox is the X coordinate value of O (origin) shown in the map, Ax is the X coordinate value of point A shown in the map, and A'x is the X coordinate value of point A 'shown in the map The coordinate value, Bx, the X coordinate value of point B shown in the map, and Cx, the X coordinate value of point C shown in the map.

Next, a correction method based on the fuel efficiency information of the eco determination threshold will be described.
The eco judgment unit 22 corrects the eco judgment threshold based on the fuel consumption information in order to reduce the mismatch between the display of the instantaneous fuel consumption meter 100 shown in FIG. 2 and the display of the eco bar display 60 shown in FIG.
The eco judgment unit 22 acquires the average fuel consumption calculated by the fuel consumption calculation unit 15 as fuel consumption information. Further, a reference fuel consumption value is recorded in the memory (RAM 28) of the HV-ECU 20. The reference fuel efficiency is also referred to as catalog fuel efficiency, which is a standard fuel efficiency based on actual driving conditions.
When the eco judgment unit 22 acquires the average fuel efficiency, first, the average fuel efficiency is compared with the reference fuel efficiency. When the average fuel efficiency is equal to or higher than the reference fuel efficiency, the eco determination unit 22 does not correct the eco determination threshold value. When the average fuel efficiency is lower than the reference fuel efficiency, the eco determination unit 22 calculates a ratio of the average fuel efficiency to the reference fuel efficiency, and corrects the eco determination threshold value according to the calculated ratio.
FIG. 7A shows the transition of the average fuel consumption over time, and FIG. 7B shows the eco determination threshold value corrected based on the change in average fuel consumption. In addition, the solid line shown to FIG. 7 (A) shows an average fuel consumption, and a dotted line shows a reference fuel consumption. Also, the dotted line shown in FIG. 7B indicates the eco determination threshold value before correction, and the solid line indicates the eco determination threshold value after correction.
For example, if the ratio of the average fuel consumption to the reference fuel consumption is 0.8 (80%) as shown in FIG. 7A, the eco determination threshold value is also the eco determination threshold value as shown in FIG. The eco judgment threshold obtained from the map is multiplied by 0.8, and the multiplied value is used as a corrected eco judgment threshold.

  In the present embodiment, the eco determination threshold value is corrected when the average fuel consumption is lower than the reference fuel consumption as shown in FIG. 7A, but when the average fuel consumption exceeds the reference fuel consumption. May correct the eco judgment threshold value. However, in this case, the eco-driving range is expanded by correcting the eco determination threshold value to a large value. For this reason, for example, when the ratio of the average fuel efficiency to the reference fuel efficiency is obtained, the obtained economization threshold value is not corrected by directly using the obtained ratio, but the obtained ratio is further corrected and Correct the judgment threshold. For example, when the ratio of the average fuel consumption to the reference fuel consumption is “1.10”, “0.10” is halved and the eco determination threshold value is corrected by “1.05”.

  In addition to determining the ratio of the average fuel efficiency to the reference fuel efficiency and correcting the eco determination threshold value, the difference between the reference fuel efficiency and the average fuel efficiency is determined and the eco determination threshold value is corrected based on the calculated difference. Good. For example, a table in which a correction value according to the difference between the reference fuel efficiency and the average fuel efficiency is recorded is prepared. The eco judgment unit 22 obtains a difference between the reference fuel efficiency and the average fuel efficiency, searches a table from the obtained difference, and obtains a correction value corresponding to the difference. The eco judgment threshold value is corrected by the obtained correction value.

Further, as described above, the calculation interval of the average fuel consumption can be arbitrarily set for one trip, one day, one month, one year, etc. from when the ignition key is turned on to when it is turned off. When the average fuel consumption calculation interval is set to be long, the eco judgment threshold map itself is corrected as shown in FIG. You may make it ask.
For example, when the calculation interval of the average fuel consumption is set to 1 trip, the eco determination threshold map is corrected based on the average fuel consumption calculated by the previous trip, and the corrected eco determination threshold map is used. The amount of eco-driving state is calculated.
Further, when the eco determination threshold map is corrected based on the average fuel efficiency, the correction value may be changed according to the vehicle speed as shown in FIG.
For example, in the example shown in FIG. 9, when the vehicle speed is in the low speed range, the eco determination threshold value is not corrected in consideration of the powertrain efficiency. When the vehicle speed is in the middle speed range, the eco determination threshold value is corrected so as to limit excessive acceleration. Further, when the vehicle speed is in the high speed range, the eco determination threshold value is corrected so as to maintain a constant speed.
That is, in the low speed range, a value obtained by adding [1.0] to the eco judgment threshold is set as the corrected eco judgment threshold.
The ratio used for correction at the boundary between the low speed range and the medium speed range is [1.0], but as the speed increases, the ratio used for correction approaches the ratio of the average fuel efficiency to the reference fuel efficiency. . Then, at the boundary between the medium speed range and the high speed range, the eco determination threshold value is corrected by the ratio of the average fuel efficiency to the reference fuel efficiency. In the high speed range, the eco determination threshold value is uniformly corrected by the ratio of the average fuel efficiency to the reference fuel efficiency.

  Note that the value of the reference fuel consumption can be freely changed by the user's setting.

Next, the processing procedure of the eco judgment unit 22 for displaying the eco bar display 60 on the eco display unit 41 of the indicator panel 40 will be described with reference to the flowchart shown in FIG.
First, when the measurement data is input from the various sensors 2, the eco determination unit 22 determines whether or not the input data is normal (step S1). The eco determination unit 22 determines whether the various sensors 2 are operating normally from the input data. For example, when the same data is input continuously for a predetermined time or more, it is determined that a sticking abnormality has occurred in the various sensors 2.
When the eco judgment unit 22 determines that the measurement data is not normal (step S1 / NO), it calculates 0% as the eco driving state quantity at the time of failure of the various sensors 2 (step S9).

If it is determined that the measurement data is normal (step S1 / YES), the eco determination unit 22 determines whether or not the state of the vehicle is in a state in which an eco driving display (eco bar display 60) can be provided (step S2). ). When the shift lever is in the back or parking position or when a signal for turning on the power switch is input, it is determined that the eco-drive display is not possible.
When the eco judgment unit 22 determines that the eco driving display is not possible (step S2 / NO), it calculates 0% as the eco driving state amount at the time of exclusion (step S10).

  Next, the eco judgment unit 22 refers to the eco judgment threshold map shown in FIG. 4 to obtain an eco judgment threshold that can be judged as being in the eco driving state (step S3). The eco judgment unit 22 stores the eco judgment threshold map shown in FIG. 4 in the memory, refers to the eco judgment threshold map based on the vehicle speed measured by the vehicle speed sensor, and sets the eco judgment threshold map. Ask. Note that the eco determination threshold map shown in FIG. 4 is calculated by adaptation.

Next, the eco judgment unit 22 corrects the eco judgment threshold obtained in step S3 based on the fuel efficiency information (step S4). Details of the correction will be described later with reference to the flowchart shown in FIG.
Next, the eco judgment unit 22 calculates an eco driving state quantity from the corrected eco judgment threshold and the current vehicle power obtained from the measurement data of the various sensors 2 (step S5). The eco-driving state quantity can be obtained by the above-described equation (1).

Next, the eco determination unit 22 determines whether or not the vehicle is currently stopped (step S6). Based on the vehicle speed input from the vehicle speed sensor of the various sensors 2, it is determined whether or not the vehicle is stopped. For example, when the vehicle speed is lower than 2 km / h, it is determined that the vehicle is in a stopped state, and when the vehicle speed is higher than 4 km / h, it is determined that the vehicle is in a traveling state. . Further, when the vehicle speed is 2 km / h or more and 4 km / h or less, the stop determination is not performed immediately, and thereafter, it waits until there is a change in the vehicle speed.
When it is determined that the vehicle is in a stopped state (step S6 / YES), 0% is calculated as the eco-driving state amount when the vehicle is stopped (step S11).

  Next, the eco determination unit 22 determines the display state of the eco bar display 60 from the calculated eco driving state amount (step S7). When the display state of the eco bar display 60 is determined, the eco determination unit 22 includes at least an eco driving state amount, information indicating the display state of the eco bar display 60, and the fuel consumption information acquired from the fuel consumption calculation unit 15. A signal is notified to the meter ECU 30 (step S8). The meter ECU 30 generates a display image of the eco bar display 60 shown in FIG. 5 based on the eco state signal notified by the eco judgment unit 22 and causes the eco display unit 41 to display the display image. Further, the fuel consumption information acquired as the eco state signal is displayed on the instantaneous fuel consumption meter 100.

Next, the detailed procedure of step S4 will be described with reference to the flowchart shown in FIG.
First, the eco judgment unit 22 acquires the average fuel consumption as the fuel consumption information from the fuel consumption calculation unit 15 (step S21). Next, the eco judgment unit 22 reads the reference fuel consumption value from the memory, and subtracts the average fuel consumption value from the read reference fuel consumption value. If the subtraction result is 0 or less (step S22 / NO), this process is terminated and the eco determination threshold value is not corrected.
When the subtraction result is greater than 0 (step S22 / YES), the eco judgment unit 22 calculates the ratio of the average fuel consumption to the reference fuel consumption by dividing the average fuel consumption value by the reference fuel consumption value (step S22 / YES). S23). When the ratio is calculated, the eco determination unit 22 corrects the eco determination threshold value by multiplying the calculated ratio by the eco determination threshold value obtained from the eco determination threshold map (step S24).

In this way, in this embodiment, the ratio of the average fuel efficiency to the reference fuel efficiency is obtained, and the eco determination threshold value is corrected by the obtained ratio. For this reason, inconsistency between the display of the eco bar display 60 and the display of the instantaneous fuel consumption meter 100 can be reduced.
In the above-described flow, the eco determination threshold value is corrected when the reference fuel efficiency is larger than the average fuel efficiency in step S22. The determination condition in step S22 may be eliminated, and the eco determination threshold value may always be corrected.

FIG. 12 shows a configuration when the eco-driving support system 1B is mounted on a vehicle on which only an engine is mounted. In the case of this configuration, the above-described eco determination unit 13 is provided in the power train ECU 10 that controls the engine and the transmission, and the eco driving state quantity is calculated.
FIG. 13 shows an example of an eco determination threshold map recorded in the eco determination unit 13. In the case of a vehicle equipped only with an engine, the eco judgment threshold map records the relationship between the vehicle speed [km / h] and the upper limit of the accelerator opening [%] that can be judged to be in the eco driving state. Yes. This upper limit threshold value of the accelerator opening is called an eco determination threshold value.
Even in a vehicle equipped with only an engine, the eco judgment unit 13 refers to the eco judgment threshold map shown in FIG. Further, the eco judgment unit 13 obtains a ratio of the average fuel efficiency to the reference fuel efficiency, and corrects the eco determination threshold value based on the obtained ratio.

  Further, when the eco determination threshold map is corrected from the ratio of the average fuel efficiency to the reference fuel efficiency, the correction may be changed according to the vehicle speed range as shown in FIG. In the example shown in FIG. 13, when the vehicle speed is in a low speed range, the eco determination threshold value is not corrected in consideration of the powertrain efficiency. When the vehicle speed is in the middle speed range, the eco determination threshold value is corrected so as to limit excessive acceleration. Further, when the vehicle speed is in the high speed range, the eco determination threshold value is corrected so as to maintain a constant speed.

The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention.
For example, in the above-described embodiment, the eco determination unit is provided in the HV-ECU 20 and the powertrain ECU 10, but may be provided in the meter ECU 30 and the navigation ECU 70 (see FIG. 12) that controls the navigation device.

  In the above-described embodiment, the eco judgment unit 22 is provided in the vehicle control device (HV-EUC), and the eco driving state quantity of the vehicle is obtained based on the vehicle speed or the like and displayed in real time. In addition to this, the vehicle speed and the eco-driving state quantity obtained by the eco-judgment unit 22 are recorded on a recording medium or the like, and the recorded contents of the recording medium are read into the computer device after getting off to change the eco-driving state quantity with time. May be displayed.

Further, in the eco bar display 60, as shown in FIG. 14, a non-eco driving region (between D and E shown in FIG. 14) 66 on the regenerative operation region side may be displayed.
The non-eco-operation area 66 on the regenerative operation area side shows a state in which not only the regenerative brake but also a brake operation using a mechanical brake is performed. When not only the regenerative brake but also the mechanical brake is being operated, the non-eco-operation region 66 on the regenerative operation region side shown in FIG. 14 is lit.

In the above-described embodiment, the ratio of the average fuel efficiency to the reference fuel efficiency is obtained, and the eco determination threshold value is corrected based on this ratio. In addition, the ratio of the instantaneous fuel efficiency to the reference fuel efficiency may be obtained, and the eco determination threshold value may be corrected based on this ratio.
Similarly, a table in which a correction value according to the difference between the reference fuel consumption and the instantaneous fuel consumption is prepared in a memory, the difference between the reference fuel consumption and the instantaneous fuel consumption is obtained, the correction value is read from the table, and the eco determination threshold is set. The value may be corrected by this correction.

  In addition, as the display method of the eco-drive state quantity, the above-described embodiment has been described by taking the eco bar display as an example. In addition to this, the eco-drive state quantity may be displayed by a lamp on / off display, a circle display by a meter, a display in which the lamp on / off display and the circle display are combined, or the like.

It is a figure which shows the structure of 1 A of eco-drive assistance systems mounted in a hybrid vehicle. It is a figure which shows an example of an instantaneous fuel consumption meter. It is a block diagram which shows the hardware constitutions of ECU. It is a figure which shows an example of the eco determination threshold value map which calculates | requires the eco determination threshold value of vehicle power from a vehicle speed. It is a figure for demonstrating an eco bar display, (A) shows the state in which an eco-drive state quantity exists in the HV eco-drive area | region, (B) shows the state in which an eco-drive state quantity exists in an eco-drive area, (C ) Shows a state where the eco-drive state quantity is in the non-eco-drive area, and (D) shows a state where the eco-drive state quantity is in the regenerative operation area. (A) and (D) display the transition of vehicle power on a map showing the engine start threshold value and the display change threshold value provided above, (B) and (C) It is a figure which shows the example of an eco bar display when vehicle power exists in the state of (A) and (C). (A) shows the transition of the average fuel consumption over time, and (B) is a diagram showing the corrected value of the eco determination threshold based on the change in average fuel consumption. It is a figure which shows the example which correct | amends an eco-determination threshold value map from the ratio with respect to the reference fuel consumption of average fuel consumption. It is a figure which shows the example which correct | amends an eco-determination threshold value map from the ratio with respect to the reference fuel consumption of an average fuel consumption, and is a figure which shows the example which changes a correction value according to a speed range. It is a flowchart which shows the process sequence of the eco judgment part for displaying an eco bar display. It is a flowchart which shows the procedure which correct | amends an eco-determination threshold value based on fuel consumption information. It is a figure which shows the structure of the eco-drive assistance system 1B mounted in an engine vehicle. It is a figure which shows the example which correct | amends an eco-determination threshold value map from the ratio with respect to the reference fuel consumption of an average fuel consumption, and is a figure which shows the example which changes a correction value according to a speed range. It is a figure which shows the eco bar display which provided the non-eco driving | operation area | region in the regenerative driving | operation area | region side.

Explanation of symbols

1A, 1B Eco-driving support system 2 Various sensors 10 Powertrain ECU
20 HV-ECU
21 HV control unit 22 Eco judgment unit 30 Meter ECU
31 Notification Control Unit 40 Indicator Panel 41 Eco Display Unit 50 Motor / Generator ECU

Claims (4)

Based on driving operation state information indicating the state of the driving operation of the vehicle by the driver and an eco threshold value for distinguishing whether or not the driving operation of the driver is an eco driving operation, Driving operation eco degree obtaining means for obtaining the eco degree;
Driving operation eco degree display control means for controlling the display so that the eco degree of driving operation acquired by the driving operation eco degree acquisition means is displayed as a relative amount with respect to the eco threshold ;
Fuel consumption display control means for controlling display so that the first fuel consumption information in the first predetermined period is displayed in a relative amount with respect to the second fuel consumption information in a second predetermined period longer than the first predetermined period ;
Display correction means for correcting the eco degree of the driving operation displayed by the driving eco degree display control means based on the second fuel consumption information displayed by the fuel consumption display control means;
An eco-driving support device characterized by comprising: The driving operation eco degree display control means controls the display so that when the vehicle is in a running state, the display based on the driving operation state information when the vehicle is in a running state is performed. ,
The fuel consumption display control means, when the vehicle is in a traveling state, to control the display to display the first fuel consumption information in the first within a predetermined time period so as to display a relative amount with respect to the second fuel consumption information The eco-driving support device according to claim 1, wherein the device is an eco-driving support device. Wherein the display correcting means, on the basis of the second fuel consumption information, eco-drive assist apparatus according to claim 1 or 2, wherein the correcting the said eco threshold. Based on driving state information indicating the driving state of the vehicle and an eco threshold value for distinguishing whether or not the driving state of the vehicle is the eco driving state, the driving state eco that obtains the eco degree of the driving state is obtained. A degree acquisition means;
Driving operation eco degree display control means for controlling the display so that the eco degree of driving operation acquired by the driving operation eco degree acquisition means is displayed as a relative amount with respect to the eco threshold ;
Fuel consumption display control means for controlling display so that the first fuel consumption information in the first predetermined period is displayed in a relative amount with respect to the second fuel consumption information in a second predetermined period longer than the first predetermined period ;
Display correction means for correcting the eco degree of the driving state displayed by the driving state eco degree display control means based on the second fuel consumption information displayed by the fuel consumption display control means;
An eco-driving support device characterized by comprising:

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