JP5035232B2 - Driving support device, method and program - Google Patents

Description

  The present invention relates to a travel support apparatus, method, and program for performing support for improving the use efficiency of a power source of a host vehicle.

Various techniques have been developed to improve the use efficiency of a power source for driving the host vehicle. For example, Patent Document 1 discloses a technique for predicting a travel pattern when traveling on a planned travel route, setting an operation schedule based on the predicted travel pattern, and controlling engine and motor operations according to the operation schedule. Has been. In addition, since the traveling pattern when actually traveling on the route may be different from the predicted traveling pattern, the state where the difference between the actual SOC and the SOC included in the driving schedule exceeds a preset threshold value continues. , Reset the driving schedule.
JP 2004-248455 A

In Patent Literature 1, the driving schedule is reset when the vehicle continues traveling on the route and the state where the difference between the actual SOC and the SOC included in the driving schedule exceeds a preset threshold value continues. Therefore, it is possible to set a driving schedule that reflects the driving characteristics of the driver of the host vehicle. However, since an index for improving the driving characteristics when actually traveling on the route is not presented, it is impossible to improve the driving characteristics of the driver and improve the use efficiency of the power source.
This invention is made | formed in view of the said subject, and it aims at providing the technique for improving the use efficiency of a motive power source.

  In order to achieve the above object, in the present invention, the actual use efficiency of the power source of the host vehicle when the host vehicle travels in a predetermined section is acquired, and the target set before traveling in the predetermined section When the above is achieved, a new target higher than the target is set as a target for the next predetermined section. In other words, when the driver achieves the target of actual usage efficiency in a predetermined section, a higher target is set as the next target, so that the actual usage efficiency achieved with the driver's current driving technology will be set next time. A target higher than the target is always set. For this reason, it is possible to improve actual use efficiency by driving so that a driver may achieve the target.

  Here, the actual use efficiency acquisition means only needs to be able to acquire the actual use efficiency of the power source of the host vehicle when the host vehicle travels in a predetermined section, and is actually used by traveling in the predetermined section. It suffices if the actual use efficiency can be acquired based on the amount of the motive power source. The predetermined section may be determined in advance before traveling, may be a section corresponding to the predetermined route searched for in the navigation device, or may be a section corresponding to a route on which the driver of the own vehicle travels on a daily basis. It may be. Moreover, the structure corresponding to the predetermined area may be specified, and the road may be optional. As the latter, for example, it is possible to adopt a configuration in which a road that travels to reach a destination from a travel start point is a predetermined section. That is, even if the route searched for may vary depending on the road conditions, the same predetermined section may be considered as long as the travel start point and the destination are the same.

  The power source is a substance that generates energy for driving the host vehicle or energy itself, and power stored in a fuel or a storage battery is assumed. Of course, a plurality of power sources may be used. The actual usage efficiency may be an index that evaluates the amount of drive source that is actually used when traveling in a predetermined section. The travel distance per unit fuel, the fuel consumption per unit distance, and the power per unit distance Since the cost of the source, the amount of power per unit distance, and the like can be used efficiency, the actual usage efficiency may be acquired by acquiring these indices based on the actual travel of the host vehicle.

  Moreover, the target achievement determination means should just determine whether the target of actual use efficiency set before drive | working a predetermined area with the own vehicle was achieved. In other words, since the target is set before traveling in the predetermined section, the vehicle may be configured to drive while aiming to achieve the specific target when traveling in the predetermined section. The target is preferably presented to the driver before traveling in a predetermined section.

  Furthermore, the target of actual use efficiency may be set as a value of use efficiency (target use efficiency), or may be set as a range of improvement in use efficiency (target improvement range). If it is the former, it can be determined whether or not the target has been achieved based on whether or not the actual usage efficiency exceeds the target usage efficiency. In the latter case, it is possible to determine whether or not the target has been achieved based on whether or not the difference between the current actual usage efficiency and the past actual usage efficiency to be compared exceeds the target improvement range.

  Furthermore, the new target setting means only needs to set a new target higher than the existing target when the actual use efficiency target is achieved, and set it as a target for the next travel in a predetermined section. In other words, it is only necessary to set a new target for actual usage efficiency so that usage efficiency can be improved. By setting a new improved target as the next target, a higher target is always set each time the target is achieved. It only has to be encouraged to aim.

  Further, the target of actual use efficiency may be defined for each travel condition when the vehicle travels in a predetermined section. In this configuration, the actual use efficiency target when the host vehicle travels in the predetermined section. The travel conditions when traveling in the predetermined section along with the usage efficiency are acquired. Then, a target for actual use efficiency corresponding to the travel condition is specified, and it is determined whether or not the actual use efficiency has achieved the target for actual use efficiency.

  In other words, the actual usage efficiency depends on the driving conditions such as the weather, season, day of the week, time of day, traffic congestion, and driving frequency of a given section, so the target of actual usage efficiency is set for each driving condition. Whether or not the target has been achieved is determined for each traveling condition. According to this configuration, it is possible to determine whether or not the target has been achieved according to the change in the actual use efficiency according to the travel condition, such as the actual use efficiency changing due to force majeure depending on the travel condition. In this configuration, the new target setting means sets a target for the next travel in a predetermined section for each travel condition.

  In addition, the new target that will be the target for the next run in a given section only needs to be higher than the achieved target, and various methods can be used as specific methods for identifying the new target. It is. For example, a new target may be set based on a history of actual usage efficiency. More specifically, the actual usage efficiency history is recorded on a predetermined storage medium, the improvement range indicated by the actual usage efficiency history is specified based on the actual usage efficiency history, and the new usage efficiency is determined based on the improvement range. set a goal. The improvement range indicated by the history of actual use efficiency corresponds to the improvement range of actual use efficiency that has been improved in the process of traveling a predetermined section a plurality of times on the host vehicle.

  Therefore, it is considered that the driver of the own vehicle has an improvement capability capable of making an improvement corresponding to the improvement range indicated by the history of actual use efficiency. Therefore, if a new target is set based on the improvement range of the actual use efficiency, a new target corresponding to the past improvement ability of the actual use efficiency of the driver of the host vehicle can be set. The improvement shown in the history may be specified based on a certain actual usage efficiency in the past and the actual usage efficiency acquired after the actual usage efficiency.For example, the actual usage efficiency acquired last time and the actual usage acquired this time It is possible to adopt a configuration in which the difference from the efficiency is an improvement range indicated by the history.

  Further, in the configuration for determining whether or not the target of actual use efficiency has been achieved based on the improvement range, the improvement range may be changed according to the actual use efficiency and the ideal use efficiency before the improvement. . That is, the actual range of improvement in actual use efficiency depends on the actual use efficiency before improvement (for example, when the actual use efficiency before improvement is bad, there is more room for improvement than when it is good). Further, the actual range of improvement in actual use efficiency depends on the ideal use efficiency (for example, when the ideal use efficiency is poor, the room for improvement is smaller than when it is good). Therefore, it is possible to adopt a configuration in which the target of actual use efficiency is defined by the improvement range of actual use efficiency, and the improvement range is specified based on the history of actual use efficiency associated with the ideal use efficiency.

  More specifically, a history of actual use efficiency is configured in association with the ideal use efficiency of the section that was running when the actual use efficiency was acquired. Then, from the history of actual usage efficiency, the first history that is the history of actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section and the actual usage efficiency when traveling the predetermined section this time, and the ideal usage of the predetermined section The second history, which corresponds to the efficiency and has a better actual usage efficiency than the first history, is extracted, and the difference between the first history and the second history is specified as the improvement range. That is, if there are a plurality of actual usage efficiencies corresponding to a common ideal usage efficiency in the history of actual usage efficiencies associated with the ideal usage efficiencies, the driver's improvement ability can be estimated by the improvement width. Therefore, if the improvement history of the actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section is identified and the improvement range is set as a new target, there will be room for improvement indicated by the actual usage efficiency in the current run that achieved the target The corresponding new target can be set as a target for the next traveling in a predetermined section.

  Various other methods can be adopted as a method for determining the improvement range. For example, the actual usage efficiency before the improvement is shown so that the improvement range is set according to the ease of improvement. The relationship between the actual usage efficiency before improvement and the ideal usage efficiency of the section where the vehicle travels during improvement and the improvement range (for example, the better the actual usage efficiency before improvement, the smaller the improvement range and the better the ideal usage efficiency) It is possible to adopt a configuration in which a relationship is defined such that the improvement width increases as efficiency increases, and the improvement width is determined based on this relationship.

  As in the present invention, when a target for actual use efficiency is achieved, a method for setting a new target higher than the target and setting a predetermined section as a target for the next travel is a method for performing this process. It can also be applied as a program. In addition, the above-described driving support device, method, and program may be realized as a single device, may be realized by using components shared with each part of the vehicle, or may be realized in the vehicle. It may be realized in cooperation with each unit that is not mounted, and includes various aspects. Further, some changes may be made as appropriate, such as a part of software and a part of hardware. Furthermore, the invention is also established as a recording medium for a program for controlling the driving support device. Of course, the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.

Here, embodiments of the present invention will be described in the following order.
(1) Configuration of the driving support device:
(2) Driving support processing:
(3) Other embodiments:

(1) Configuration of the driving support device:
FIG. 1 is a block diagram showing a configuration of a driving support device mounted on a vehicle. In the present embodiment, the travel support device is realized by the navigation device 10. The navigation device 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like and a storage medium 30, and the control unit 20 can execute a program stored in the storage medium 30 or the ROM. In the present embodiment, the driving support program 21 can be executed as one of the programs. In order to realize a function of setting and presenting a target of actual use efficiency and setting an improved target by the driving support program 21 in the own vehicle, the GPS receiver 40, a vehicle speed sensor 41, a gyro sensor 42, a fuel tank 43, a user I / F unit 44 is provided.

  The GPS receiver 40 receives radio waves from GPS satellites and outputs a signal for calculating the current position of the host vehicle and a signal indicating the current time via an interface (not shown). The control unit 20 acquires this signal and acquires the current position and current time of the host vehicle. The vehicle speed sensor 41 outputs a signal corresponding to the rotational speed of the wheels provided in the host vehicle. The control unit 20 acquires this signal via an interface (not shown), and acquires the speed of the host vehicle. The gyro sensor 42 detects angular acceleration about turning in the horizontal plane of the host vehicle, and outputs a signal corresponding to the direction of the host vehicle. The control unit 20 acquires this signal via an interface (not shown) and acquires the traveling direction of the host vehicle. The vehicle speed sensor 41 and the gyro sensor 42 are used for correcting the current position of the host vehicle specified from the output signal of the GPS receiver 40. Moreover, the control part 20 correct | amends suitably the present position of the own vehicle by collating with the map information 30a mentioned later.

  The host vehicle of the present embodiment includes an internal combustion engine (not shown), and drives the host vehicle using fuel accumulated in the fuel tank 43 as a power source of the internal combustion engine. The fuel tank 43 is provided with a fuel sensor 43 a that detects the remaining amount of fuel accumulated in the fuel tank 43. The control unit 20 acquires an output signal of the fuel sensor 43a through an interface (not shown) to acquire the remaining amount of fuel.

  The user I / F unit 44 is an interface unit for inputting a driver's instruction and providing various information to the driver, and includes a touch panel display, a switch, a speaker, and the like (not shown). In addition, the control unit 20 causes the user I / F unit 44 to display the actual use efficiency of the power source and the target of the actual use efficiency. In this embodiment, since the power source is fuel, the actual usage efficiency is defined in units of km / l. In addition, the target of actual usage efficiency is defined in units of km / l as target usage efficiency.

  The control unit 20 executes the driving support program 21 to perform processing for setting a higher target when the actual usage efficiency exceeds the target usage efficiency. Therefore, the driving support program 21 includes an actual use efficiency acquisition unit 21a, a target achievement determination unit 21b, and a new target setting unit 21c. In addition, map information 30a and target information 30b are recorded in the storage medium 30 in advance. The target information 30b is information indicating target usage efficiency, and an initial value recorded in advance is sequentially updated after traveling by the host vehicle. The initial value may be configured to be input by the user. Furthermore, the traveling history 30c of the subject vehicle is recorded in the course of traveling by the subject vehicle.

  The map information 30a includes node data indicating nodes set on the road on which the vehicle travels, shape interpolation point data for specifying the shape of the road between the nodes, link data indicating connection between the nodes, the road and its surroundings Is used for searching the route from the current position of the host vehicle to the destination, route guidance, and the like.

  The target information 30b is information indicating the target usage efficiency for each driving condition. In the present embodiment, the target information 30b is also associated with information for specifying a section where the target usage efficiency should be used for the target usage efficiency. It has been. For example, as shown in FIG. 3A, the target usage efficiency is recorded in association with the section and the traveling condition such as section A, Monday, 8:00 to 9:00, 10 km / l. As shown in this example, in the present embodiment, the traveling condition is a day of the week and a time indicating a predetermined time zone. The section is specified by the travel start point and the destination. For example, a section is specified as a section for traveling from home to a commute.

  The travel history 30c is information indicating a history of actual use efficiency for each travel condition. In the present embodiment, information for specifying a section is associated with the actual use efficiency. For example, as shown in FIG. 3B, section A, December 1st, Monday, 8:00 to 9:00, 9.5 km / l, etc. are recorded. Here, the actual use efficiency is a value obtained by dividing the amount of fuel actually consumed when the vehicle travels in each section by the distance actually traveled. Again, the section is a section specified by the travel start point and the destination.

  The actual use efficiency acquisition unit 21a is a module that causes the control unit 20 to realize a function of acquiring the actual use efficiency of the power source of the host vehicle when the host vehicle travels in a predetermined section. In the present embodiment, the predetermined section is a section specified by the travel start point and the destination, and the predetermined section is specified in advance before the start of travel. That is, when a route search is performed by specifying a travel start point and a destination, the route searched for may differ depending on road conditions. Therefore, in this embodiment, if the travel start point and the destination are the same, The configuration is regarded as the same predetermined section.

  The control unit 20 acquires the fuel consumption amount and the travel distance after the travel of the predetermined section is completed, and specifies the actual usage efficiency of the section. That is, the control unit 20 acquires the output value of the fuel sensor 43a in the process of driving the host vehicle, and based on the output value, the remaining fuel amount at the travel start point and the remaining fuel amount at the destination. And get the fuel consumption. Moreover, the road which drive | worked with the own vehicle is specified based on the GPS receiving part 40, the vehicle speed sensor 41, the gyro sensor 42, and the map information 30a, and the distance is totaled and a driving distance is acquired. Then, the actual usage efficiency is obtained by dividing the fuel consumption amount by the travel distance. When the actual usage efficiency is specified, the date and driving condition of the vehicle are specified based on the date / time information indicated by a timing circuit (not shown), and information indicating the section along with the date and the driving condition is actual. The travel history 30c is recorded in association with the usage efficiency.

  The target achievement determination unit 21b is a module that causes the control unit 20 to realize a function of determining whether or not the target of actual use efficiency set before traveling in a predetermined section on the host vehicle is achieved. In this function, the control unit 20 refers to the target information 30b, and acquires the target usage efficiency corresponding to a predetermined section, which is the target usage efficiency corresponding to the traveling condition when traveling in the predetermined section. Then, when the actual use efficiency acquired by the actual use efficiency acquisition unit 21a exceeds the target use efficiency, it is determined that the target of actual use efficiency has been achieved.

  The new target setting unit 21c has a function of specifying a new target higher than the target and setting the new target as a target for the next travel in a predetermined section of the host vehicle when the target of actual use efficiency is achieved. Is a module that causes the control unit 20 to realize the above. In this function, the control unit 20 specifies a new target by specifying the improvement range indicated by the actual usage efficiency history based on the actual usage efficiency history indicated by the travel history 30c. In the present embodiment, the new target is the sum of the difference (improvement) between the actual usage efficiency in the current travel and the actual usage efficiency in the previous travel and the current target usage efficiency. The actual use efficiency in the previous run matches the current run and the running conditions from the past actual use efficiencies associated with the same section as the predetermined section that has been run this time with reference to the travel history 30c. In addition, it is acquired by extracting the actual usage efficiency associated with the date and time closest to the current travel date and time.

  In the above configuration, when the driver achieves the target of actual use efficiency in a predetermined section, the higher target is set as the next target, so the actual use achieved with the driver's current driving technology A target higher than the efficiency target is always set. For this reason, it is possible to improve actual use efficiency by driving so that a driver may achieve the target. In addition, the range of improvement indicated by the history of actual use efficiency, such as the difference between the actual use efficiency in the current run and the actual use efficiency in the previous run, is the process of running a predetermined section multiple times on the host vehicle. It is a track record of improvement in actual usage efficiency improved by. Therefore, it is considered that the driver of the own vehicle has an improvement capability capable of performing an improvement corresponding to the improvement range indicated by the history of actual use efficiency, and a new one based on the improvement range corresponding to the improvement capability. By setting the target, it is possible to set the target according to the driver's ability.

(2) Driving support processing:
Next, a driving support process performed by the navigation device 10 in the above configuration will be described. FIG. 2 is a flowchart showing the driving support process. In the travel support process, a predetermined section indicated by a travel start point and a destination is set in advance in the host vehicle, a route search for traveling in the predetermined section is performed, and travel in the predetermined section is performed. It is executed after ending.

  First, the control unit 20 acquires a traveling condition (day of the week and time) in the current traveling based on an output of a timing circuit (not shown) (step S100). Next, the control part 20 acquires the target usage efficiency corresponding to the said driving conditions by the process of the target achievement determination part 21b (step S105). Moreover, the control part 20 acquires the ideal use efficiency at the time of drive | working a predetermined area by the process of the target achievement determination part 21b (step S110). Here, the ideal use efficiency may be specified in advance as the use efficiency when the vehicle travels ideally for reducing the amount of fuel used when the vehicle travels in a predetermined section.

  For example, the fuel usage efficiency (for example, 10.15 mode fuel efficiency) measured by the host vehicle measured under idealized measurement conditions, or the fuel when traveling in a predetermined section most efficiently specified from the specification of the host vehicle. It can be configured according to the usage efficiency of the. The latter can be specified by energy necessary for traveling in a predetermined section. For example, the gradient of each road that constitutes a predetermined section and the vehicle speed planned for traveling on each road are specified, and the road surface having the same gradient as the gradient has the same weight as the host vehicle at the same speed as the vehicle speed. The energy required to move the object is specified based on the equation of motion. Then, based on the energy conversion efficiency in the host vehicle, the ideal consumption efficiency is specified by acquiring the fuel consumption necessary for outputting the energy and dividing by the travel distance.

  Next, the control part 20 acquires the actual use efficiency in this driving | running | working about a predetermined area by the process of the actual use efficiency acquisition part 21a (step S115). And the control part 20 determines whether the target was achieved by the process of the target achievement determination part 21b (step S120). When it is determined in step S120 that the target has been achieved, the control unit 20 acquires an improvement range for specifying the new target by the process of the new target setting unit 21c (step S125), and uses the current target. A new target is calculated based on the sum of the efficiency and the improvement width (step S130). That is, the difference between the actual use efficiency in the current travel and the actual use efficiency in the previous travel is acquired as an improvement range, and is set as a new target in addition to the current target use efficiency.

  Next, the control unit 20 determines whether or not the new target is equal to or lower than the ideal usage efficiency by the process of the new target setting unit 21c (step S135). When it is determined in step S135 that the new target is less than or equal to the ideal usage efficiency, the control unit 20 sets the new target as the next target usage efficiency (step S140), and sets the next target usage efficiency as the driving condition. Corresponding information is recorded in the target information (step S155). That is, in the target information 30b, the control unit 20 deletes the target usage efficiency corresponding to the predetermined section and the driving condition that has been traveled this time, and newly records the target usage efficiency indicated by the new target.

  In the example shown in FIGS. 3A and 3B, for example, when the travel in the section A on December 8 indicated by the travel history 30c is the current travel, the travel conditions for the current travel are Monday and 8:00 to 9:00. It is. Therefore, whether or not the actual use efficiency corresponding to the travel condition of 10.5 km / l has achieved the target is determined based on the target use efficiency of the same travel condition recorded in the target information 30b (section A and Monday and 8: It is determined by comparison with 10 km / l which is a target usage efficiency corresponding to 00 to 9:00. In this example, 10.5> 10, so the goal is considered achieved.

  Furthermore, the traveling condition of the current traveling for the section A is Monday and 8:00 to 9:00, and in the example shown in FIG. 3B, the traveling at 8:00 to 9:00 on Monday is December 1st. Corresponds to traveling. Therefore, the improvement range, which is the difference between the actual use efficiency in the current travel and the actual use efficiency in the previous travel, is specified as 10.5−9.5 = 1 km / l. As a result, the new target is 11 km / l obtained by adding 1 km / l to 10 km / l, which is the target usage efficiency before the update. If the ideal usage efficiency of the host vehicle in this example exceeds 11 km / l, the target usage efficiency is updated in step S155. Therefore, in the target information 30b shown in FIG. : The target usage efficiency corresponding to the travel condition of 00 to 9:00 is updated to 11 km / l.

  On the other hand, when it is not determined in step S135 that the new target is less than or equal to the ideal usage efficiency, the new target calculated in step S130 is regarded as an unrealizable target, and the control unit 20 determines that the new target setting unit 21c Through the processing, the ideal usage efficiency is set to the next target usage efficiency (step S145), and is recorded in the target information 30b in step S155.

  Furthermore, when it is not determined in step S120 that the target has been achieved, the control unit 20 sets the next target usage efficiency to an intermediate value between the current target usage efficiency and the actual usage efficiency by the processing of the new target setting unit 21c. (Step S150), and recorded in the target information 30b in Step S155. That is, when the target is not achieved, the target usage efficiency is updated so that the target usage efficiency approaches the actual usage efficiency in the current travel.

(3) Other embodiments:
The above embodiment is an example for carrying out the present invention, and when the target of actual use efficiency is achieved, a new target higher than the target is set and set as a target for the next travel in a predetermined section Various other embodiments can be adopted as long as it is done. For example, in the above embodiment, the host vehicle driven by fuel has been described. However, the present invention is applied to an electric vehicle driven by electric power stored in a rechargeable battery or a hybrid vehicle driven by fuel and electric power. It is good also as a structure.

  The predetermined section may be determined in advance before traveling, and may be a section corresponding to a route on which the driver of the host vehicle travels on a daily basis. The section corresponding to the daily travel route can be specified by the travel history, and is a route traveled on a daily basis when the frequency of traveling on the specific route within a predetermined period is a predetermined number of times or more. It is possible to adopt a configuration such as Further, the predetermined section may have a configuration in which a road to be traveled is specified in the section in addition to the structure indicated by the travel start point and the destination.

  The power source may be a substance that generates energy for driving the host vehicle such as the above-mentioned fuel, or may be energy itself such as electric power stored in the storage battery, and objectively evaluate the actual usage efficiency. It only needs to be identifiable. In other words, it is sufficient that the actual use efficiency can be specified as an index for evaluating the amount of the drive source that is actually used when traveling in a predetermined section, and the travel distance per unit fuel and the fuel consumption per unit distance, The cost of the power source per unit distance, the amount of power per unit distance, etc. can be the usage efficiency.

  Furthermore, the target of actual use efficiency may be set before traveling in a predetermined section, and may be configured to be driven while aiming to achieve a specific target when traveling in a predetermined section. Is preferably presented to the driver before traveling in a predetermined section. The target of actual use efficiency may be set as a value of use efficiency (target use efficiency) as described above, or may be set as a range of improvement in use efficiency (target improvement range). In the latter case, for example, it can be determined whether or not the target has been achieved based on whether or not the difference between the current actual usage efficiency and the past actual usage efficiency to be compared exceeds the target improvement range.

  The driving conditions are not limited to the day of the week and the time of day, and may be any of these, or may be other conditions such as weather, season, traffic congestion, driving frequency of a predetermined section, etc. It may be a combination. In other words, if the actual use efficiency varies depending on conditions, such as the actual use efficiency varies due to force majeure, the target of actual use efficiency may be set using that condition as a travel condition.

  Further, if the actual usage efficiency does not vary greatly depending on the driving conditions, it is not necessary to record the target usage efficiency in association with the driving conditions, and the target usage efficiency may be recorded without depending on the driving conditions. Furthermore, a configuration in which the target usage efficiency is not updated when the target is not achieved (a configuration in which step S150 is omitted) may be employed.

  Furthermore, the new target that will be the target for the next run in the predetermined section may be a target that is higher than the achieved target. As a specific method for identifying the new target, as described above, In addition to the configuration in which a new target is set based on the improvement range of actual use efficiency in the previous run, various configurations can be adopted. For example, the information for which the improvement range is referenced is not limited to the actual use efficiency in the current run and the actual use efficiency in the previous run, but the improvement range specified based on other past actual use efficiencies. A new target may be set with reference to FIG. The new target may be an intermediate value between the ideal usage efficiency and the actual usage efficiency. According to this configuration, the target can be set so as to approach the ideal use efficiency rather than the actual use efficiency in the current traveling.

  Further, in the configuration for determining whether or not the target of actual use efficiency has been achieved based on the improvement range, the improvement range may be changed according to the actual use efficiency and the ideal use efficiency before the improvement. . That is, the actual range of improvement in actual use efficiency depends on the actual use efficiency before improvement (for example, when the actual use efficiency before improvement is bad, there is more room for improvement than when it is good). Further, the actual range of improvement in actual use efficiency depends on the ideal use efficiency (for example, when the ideal use efficiency is poor, the room for improvement is smaller than when it is good). Therefore, it is possible to adopt a configuration in which the target of actual use efficiency is defined by the improvement range of actual use efficiency, and the improvement range is specified based on the history of actual use efficiency associated with the ideal use efficiency.

  More specifically, a history of actual usage efficiency is configured by associating the actual usage efficiency with the ideal usage efficiency of the section that was running when the actual usage efficiency was acquired. FIG. 3C shows a travel history 300c recorded in association with the ideal usage efficiency. In the example shown in FIG. 3C, after traveling in an arbitrary section on the host vehicle, the actual use efficiency at the time of traveling is acquired, and the date, day of the week, and time are acquired. Moreover, the ideal use efficiency about the said predetermined area is specified like the structure using the above-mentioned motion equation, for example. The actual usage efficiency is recorded in association with the date, day of the week, time, and ideal usage efficiency.

  By referring to such a travel history 300c, information having the same ideal usage efficiency is extracted, and the actual usage corresponding to the ideal usage efficiency of the predetermined section and the actual usage efficiency when traveling the predetermined section this time. A first history that is a history of efficiency, and a second history that is a history of actual usage efficiency that is better than the first history and corresponds to the ideal usage efficiency of a predetermined section, and the first history and the second history, If the difference is specified as the improvement width, the improvement ability of the driver can be estimated based on the improvement width. Therefore, if the improvement history of the actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section is identified and the improvement range is set as a new target, there will be room for improvement indicated by the actual usage efficiency in the current run that achieved the target The corresponding new target can be set as a target for the next traveling in a predetermined section.

  For example, when the ideal usage efficiency of the predetermined section traveled this time is 12 km / l and the actual usage efficiency when traveling the predetermined section this time is 10 km / l, the actual usage efficiency is set as the first history. Further, the control unit searches the travel history 300c for a second history that is a better actual use efficiency in which the ideal use efficiency and the common ideal use efficiency are associated with each other. In the example shown in FIG. 1 and no. In the information of No. 3, the ideal use efficiency is the same at 12 km / l. The actual usage efficiency 11 km / l indicated by the information of No. 3 is No. No. 1 is a value better than the actual use efficiency of 10 km / l. 1 is the first history, No. 1 information. 3 becomes the second history. And No. 1 and no. In the information of 3, the actual usage efficiency has changed from 10 km / l to 11 km / l. Therefore, 1 km / l, which is the difference between the two, is specified as the improvement width and set as a new target.

  As described above, with reference to the travel history 300c, it is possible to specify the actual usage efficiency improvement results when traveling in the past in the section corresponding to the ideal usage efficiency of the predetermined section. Of course, here, not only when the information of the section that matches the ideal usage efficiency of the predetermined section is recorded in the travel history 300c, the difference from the ideal usage efficiency of the predetermined section is within the predetermined range. If the ideal usage efficiency exists in the travel history 300c, it may be considered that both correspond. Since attention is paid to the ideal use efficiency here, the section corresponding to the actual use efficiency recorded as the travel history 300c may or may not match the predetermined section. The same applies when determining whether or not there is a history of actual usage efficiency corresponding to actual usage efficiency when traveling a predetermined section this time. It is possible to consider that both correspond if it is in the range.

  As described above, since the improvement range of the actual use efficiency that is the target of the actual use efficiency can be specified based on the travel history 300c, the travel history 300c indicates the actual improvement efficiency that indicates the actual use efficiency before the improvement. It can be said that the range of improvement of the actual usage efficiency is substantially defined in correspondence with the usage efficiency and the ideal usage efficiency of the section that travels during the improvement.

  When the improvement width is specified in this example, the control unit sets the improvement width to be a target for the next travel in a predetermined section. Then, when actually traveling in a predetermined section, the actual usage efficiency when traveling in a predetermined section this time and the actual usage efficiency when traveling the previous time are acquired, and the difference between the two (current actual usage efficiency-previous actual Use efficiency) is obtained, and it is determined that the target of actual use efficiency has been achieved when the difference exceeds the target improvement. According to this configuration, it is possible to determine whether or not the target has been achieved in accordance with the actual usage efficiency before improvement and the target of actual usage efficiency that differs for each ideal usage efficiency of the section that travels during the improvement.

  Various other configurations can be adopted as a method for determining the improvement width. For example, when the second history is extracted with reference to the travel history 300c, the history of the actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section and better than the first history is specified, A configuration may be used in which a history of actual usage efficiency corresponding to a date that is later than the corresponding date and closest to the date is extracted as the second history. Further, as a method for determining the improvement width, various methods other than the configuration in which the traveling history 300c is referred to can be employed. For example, the relationship between the actual usage efficiency before improvement showing the actual usage efficiency before improvement and the ideal usage efficiency of the section traveling during the improvement and the improvement width is set so that the improvement width is set according to the ease of improvement. A configuration defined in advance can be employed. More specifically, a configuration is defined in which a relationship in which the improvement width decreases as the efficiency of actual use before improvement is improved and a relationship in which the improvement width increases as the efficiency of ideal use efficiency increases is defined. It can be adopted. If the relationship is defined, the improvement width may be determined based on such a relationship.

It is a block diagram which shows a driving assistance device. It is a flowchart which shows a driving assistance process. (3A) is a figure which shows target information, (3B), (3C) is an example of a travel history.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus, 20 ... Control part, 21 ... Driving support program, 21a ... Actual use efficiency acquisition part, 21b ... Target achievement determination part, 21c ... New target setting part, 30 ... Storage medium, 30a ... Map information, 30b ... Target information, 30c ... travel history, 40 ... GPS receiver, 41 ... vehicle speed sensor, 42 ... gyro sensor, 43 ... fuel tank, 43a ... fuel sensor, 44 ... user I / F unit

Claims (6)

Actual use efficiency acquisition means for acquiring the actual use efficiency of the power source of the host vehicle when traveling in a predetermined section on the host vehicle;
Target achievement determination means for determining whether or not the actual use efficiency target set before traveling on the vehicle in the predetermined section has been achieved;
A new target setting means for setting a new target higher than the target as a target for the next travel of the predetermined section in the host vehicle when the target is achieved;
A driving support device comprising: The target of the actual usage efficiency is defined for each traveling condition when the vehicle travels in the predetermined section.
The target achievement determining means determines whether or not the actual use efficiency target corresponding to the traveling condition when traveling in the predetermined section on the host vehicle is achieved,
The new target setting means sets a target for the next travel for each travel condition,
The travel support apparatus according to claim 1. The actual usage efficiency acquisition means records the history of the actual usage efficiency in a predetermined storage medium,
The new target setting means specifies the improvement range of the actual use efficiency based on the history of the actual use efficiency, and sets the new target based on the improvement range.
The driving assistance device according to claim 1 or 2. The actual usage efficiency history is associated with the ideal usage efficiency of the section that was running when the actual usage efficiency was obtained,
The new target setting means, from the history of the actual usage efficiency,
A first history that is a history of the actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section and the actual usage efficiency when traveling the predetermined section this time;
The second history which is a history of the actual usage efficiency corresponding to the ideal usage efficiency of the predetermined section and better than the first history is extracted, and the difference between the first history and the second history is improved. Specify as width,
The travel support device according to claim 3. An actual use efficiency acquisition step of acquiring an actual use efficiency of the power source of the host vehicle when traveling in a predetermined section on the host vehicle;
A target achievement determination step of determining whether or not the actual use efficiency target set before traveling on the vehicle in the predetermined section has been achieved;
When the target is achieved, a new target setting step of setting a new target higher than the target as a target for the next travel of the predetermined section on the host vehicle;
A driving support method including: An actual use efficiency acquisition function for acquiring the actual use efficiency of the power source of the host vehicle when traveling in a predetermined section on the host vehicle;
A target achievement determination function for determining whether or not the actual use efficiency target set before traveling on the vehicle in the predetermined section has been achieved;
When the target is achieved, a new target setting function for setting a new target higher than the target as a target for the next travel of the predetermined section on the host vehicle;
A driving support program that realizes a computer.

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