JP3642745B2 - Vehicle operating state evaluation system - Google Patents

Description

により演算される。Rは後述の式（２）から式（７）を用いて演算される走行抵抗[N]、rはタイヤ動荷重半径[m]、itはそのときのギアポジションにおける変速比、ifは減速比、ηは伝動効率である。
【００６５】
そして、この計測されたデータとエンジン全性能マップとの比較に基づきエンジン全性能マップのトルクデータの補正が行われる。このように全負荷走行時及び部分負荷時の走行データに基づき補正を行なうことにより、エンジン全性能マップのトルクデータをほぼ正確な値に補正することができる。
【００６６】
３．走行データに基づく運転状態の演算・判定
以上のようにして正確なトルクデータを有するエンジン全性能マップが得られれば、評価に用いる運転状態の演算・判定を開始する。具体的には、まず、基本データの演算が行われ、運転状態の演算・判定はこの基本データの演算結果を利用して行われる。
【００６７】
３．１．基本データの演算
運転状態の演算に用いる基本データとしては、転がり抵抗係数μr、走行抵抗R及び駆動力Fが演算される。
【００６８】
転がり抵抗係数μrは、後述の転がり抵抗Rrを演算する際に用いるデータで、路面状況（乾燥、雨天、結露、積雪等）とタイヤ種類、磨耗度等の状態によって変化する。転がり抵抗係数μrの演算に用いるデータの計測は、アクセル操作量０％で、かつクラッチを切っているという状態で行われるが、例えば、データ計測をシフトチェンジの瞬間（短時間ではあるが上記条件を満たしている）に行なうように設定すれば、運転者に対してデータ計測のための特別な運転を要求することなく転がり抵抗係数μrの演算に必要なデータを計測することができる。転がり抵抗係数μrは、具体的には、減速開始時の速度v1[m/s]、所定時間Δt秒後の速度v2[m/s]とに基づき、次式（２）、
【００６９】
【数２】

により演算される。なお、式中のgは重力加速度（＝9.8[m/s²]）である（他の式においても同じ）。
【００７０】
次に、走行抵抗R[N]は、勾配抵抗Rs[N]、加速抵抗Ra[N]、空気抵抗Rl[N]、転がり抵抗Rr[N]をそれぞれ求め、次式（３）、
【００７１】
【数３】

により演算される。
【００７２】
ここで、勾配抵抗Rsは内蔵加速度センサ６によって検出された垂直方向を含む加速度と、車速信号に基づき演算される車両前後加速度との差分により勾配角度θを求め、次式（４）、
【００７３】
【数４】

により演算される。W[kg]は車両総重量である。
【００７４】
また、加速抵抗Raは、車両を加減速させる際に作用する慣性力による抵抗をいい、車速信号に基づき演算される車両前後加速度[m/s²]と車両総重量W[kg]に基づき、次式（５）、
【００７５】
【数５】

により演算される。
【００７６】
また、空気抵抗Rlとは、走行中に車体と空気との衝撃のため生じる抵抗をいい、空気密度ρ[kg/m³]、空気抵抗係数Cd、前面投影面積A[m²]及び車速V[m/s]に基づき、次式（６）、
【００７７】
【数６】

により演算される。
【００７８】
また、転がり抵抗Rrとは、タイヤと路面との間に生じる抵抗をいい、転がり抵抗係数μrと車両総重量W[kg]に基づき、次式（７）、
【００７９】
【数７】

により演算される。
【００８０】
また、駆動力F[N]とは、エンジンからの出力によって車両を動かす力をいい、エンジン全性能マップを参照することで得られるエンジントルクTe[N・m]、現在選択されているギアポジションの変速比it、減速比if、伝動効率η、タイヤ動荷重半径r[m]に基づき、次式（８）、
【００８１】
【数８】

により演算される。
【００８２】
３．２．運転状態の演算・判定
運転状態の演算・判定は以上のようにして演算された基本データを利用して行なわれる。運転状態の演算・判定としては、燃料消費量・燃費の演算、過剰駆動力・過剰駆動力率等の演算、過剰燃料消費量の演算、アイドリング判定、急加速・急減速の判定、速度超過判定、シフトアップ可能判定、等速走行判定、空ぶかし判定が行われる。
【００８３】
以下、これらの演算・判定処理について説明する。
【００８４】
(1) 燃料消費量及び燃費の演算
燃料消費量は、エンジン回転速度N[rpm]と、エンジン回転速度及びアクセル操作量からエンジン全性能マップを参照することで得られるエンジントルクTe[N・m]と、に基づき、次式（９）、
【００８５】
【数９】

によりエンジン出力[kW]を求め、このエンジン出力と、エンジン回転速度とアクセル操作量とに基づきエンジン全性能マップを参照することによって得られる燃料消費率と、燃料比重と、走行時間に基づき、次式（１０）、
【００８６】
【数１０】

により演算される。そして、燃費は、車速信号に基づき得られる車速を積分することで得られる走行距離と上記燃料消費量とに基づき、次式（１１）、
【００８７】
【数１１】

により演算される。ここで燃費としては、例えば、過去所定時間の平均燃費、現在の瞬間燃費が演算される。そして、過去の燃費データと比較して平均燃費が最もよい値をとった場合はその値を最高燃費として記憶される。
【００８８】
(2) 過剰駆動力・過剰駆動力率等の演算
「過剰駆動力」とは、エンジンより伝達される駆動力Fから、走行抵抗Rから加速抵抗Raを除いた値(=Rs+Rl+Rr)を減じた値をいい、この過剰駆動力の値が負であれば車両は減速状態にあり、正であれば加速状態にある。この過剰駆動力が極端に大きい場合は無駄な駆動力を働かせていると推定でき、速やかなシフトアップまたは適切なアクセル操作量に戻す操作が必要であると判断できる。
【００８９】
図４は過剰駆動力・過剰駆動力率等の演算処理及び演算された過剰駆動力率等の表示部４への表示処理の内容を示したものである。この処理は運転状態演算部３において所定時間毎に繰り返し実行される。
【００９０】
この処理について説明すると、まず、ステップＳ１からＳ３ではエンジン回転速度、アクセル操作量、車速がそれぞれゼロでないか判断される。そしてエンジン回転速度、アクセル操作量、車速のいずれか一つでもゼロであればステップＳ１４、Ｓ１５に進んで過剰駆動力はゼロに設定される。この場合、表示部４には何も表示されない。
【００９１】
また、ステップＳ４では現在変速中か、すなわちクラッチが解放されているかが判断され、変速中と判断されるとステップＳ１４、Ｓ１５に進み、この場合も過剰駆動力はゼロに設定されて表示部４には何も表示されない。
【００９２】
変速中でないと判断された場合はステップＳ５に進み、現在の車速が規定車速以上でかつギヤ位置が最大変速段（前進５段の変速機の場合は５速）にあるか判断される。規定車速は例えば一般道走行中は50[km/h]、高速道走行中は80[km/h]に設定される。規定車速以上でかつ変速段位が最大変速段にあるときはステップＳ１２に進み、速度超過による過剰駆動力が演算される。
【００９３】
速度超過による過剰駆動力を演算するには、まず、現在の車速での空気抵抗と規定車速での空気抵抗をそれぞれ算出し、これらの差を余剰空気抵抗として算出する。そして、駆動力から加速抵抗を除く走行抵抗を減じて得られる過剰駆動力にこの余剰空気抵抗を加えたものを速度超過による過剰駆動力として算出する。過剰駆動力が演算されたらステップＳ１３に進み、次式（１２）、
【００９４】
【数１２】

により演算される過剰駆動力率が表示部４に表示される。ただし、車両が等速走行状態にあり、余剰空気抵抗の現在の駆動力に対する割合[%]が上記過剰駆動力率よりも大きい場合は、上記過剰駆動力率に代えてこの割合が表示部４に表示される。
【００９５】
規定車速未満あるいは最大変速段でない場合はステップＳ６に進み、ギヤ位置が確定変速段（シフトアップ不可能の変速段、前進５段の変速機の場合は５速あるいはリバース）にあるか判断される。確定変速段にあると判断された場合はステップＳ８に進み、現在の駆動力から加速抵抗を除く走行抵抗を減じて過剰駆動力が演算される。そして、ステップＳ９で上式（１２）により過剰駆動力率が演算され表示部４に表示される。
【００９６】
ステップＳ６でギヤ位置が確定変速段にないと判断された場合はステップＳ７に進んでシフトアップ可能か判断される。シフトアップ可能かどうかの判定は次のようにして行われる。まず、１段シフトアップしたとした場合のエンジン回転速度が求められ、この一段シフトアップ時のエンジン回転速度よりそのときの全負荷時のエンジントルクが全性能マップを参照して求められる。そして、この全負荷時エンジントルクに基づき１段シフトアップ時の全負荷時の駆動力（最大駆動力）が算出される。そして、一段シフトアップ時のエンジン回転速度が規定回転速度以上でかつ１段シフトアップ時の最大駆動力が走行抵抗(=Rs+Rl+Rr)以上であればシフトアップ可能と判断され、そうでなければシフトアップ可能でないと判断される。
【００９７】
シフトアップ可能でない場合はステップＳ８、Ｓ９に進んで現在の駆動力から走行抵抗を減じて過剰駆動力が演算され、式（１２）により過剰駆動力率が演算されて表示部４に表示される。
【００９８】
シフトアップ可能と判断された場合はステップＳ１０に進んでシフトアップ可能時の過剰駆動力が演算される。シフトアップ可能時の過剰駆動力は、シフトアップすることにより予測される燃料消費量（算出方法は後述）と現在の燃料消費量の差であるシフトアップ不作為による過剰燃料消費量を求め、これを駆動力に換算した値（ロス駆動力）とする。駆動力への換算値は式（９）、式（１０）から導出される燃料消費量とエンジントルクとの関係式を用いて過剰燃料消費量をトルクに換算し、さらにこれを式（８）に代入することによって求めることができる。
【００９９】
そして、ステップＳ１１では上記過剰駆動力と一段シフトアップ時の最大駆動力を式（１２）に代入して過剰駆動力率を演算し、表示部４に表示する。ただし、車両が等速走行状態にあって上記ロス駆動力の現在の駆動力に対する割合[%]が過剰駆動力率よりも大きい場合は、過剰駆動力に代えてこの割合を表示部４に表示する。
【０１００】
(3) 過剰燃料消費量の演算
「過剰燃料消費量」とは、上記過剰駆動力をはじめとして燃費を悪化させる運転によって過剰に消費された燃料量をいい、燃費を悪化させる運転が行なわれなかったとした場合の燃料消費量と実際に消費された燃料量と差として求められる。この過剰燃料消費量により、どの程度の燃料が余計に消費されたか、言い換えれば運転操作を改善することによってどの程度の燃料を節約することができるのかを知ることができる。
【０１０１】
過剰燃料消費量は、過剰駆動力使用による過剰燃料消費量、速度超過による過剰燃料消費量、シフトアップ不作為による燃料消費量、空ぶかしによる過剰燃料消費量、アイドリングによる過剰燃料消費量の和として演算される。
【０１０２】
過剰駆動力使用による過剰燃料消費量は上述した過剰駆動力を使用したことにより余計に消費される燃料量であり、過剰駆動力に基づき算出される。具体的には、まず、次式（１３）、
【０１０３】
【数１３】

により過剰駆動力から過剰トルクが求められる。rはタイヤ動荷重半径[m]、itはそのときのギアポジションにおける変速比、ifは減速比、ηは伝動効率である。そして、次式（１４）、
【０１０４】
【数１４】

により過剰トルクから過剰出力が求められる。そしてさらに、この過剰出力から次式（１５）、
【０１０５】
【数１５】

により過剰駆動力使用による過剰燃料消費量が演算される。メモリカード７にはこの過剰駆動力使用による過剰燃料消費量を積算したものが記録される。
【０１０６】
また、速度超過による過剰燃料消費量は、規定車速以上で走行することによって空気抵抗が増加し、その結果過剰に消費される燃料量である。規定車速は例えば、一般道では50[km/h]、高速道では80[km/h]に設定される。速度超過による過剰燃料消費燃料量は、速度超過時の燃料消費量と規定車速時に予測される燃料消費量の差から算出される。具体的には、まず、次式（１６）、
【０１０７】
【数１６】

より走行抵抗Rr+Rs+Raを同条件として現在の空気抵抗Rlから速度超過による空気抵抗増加分（＝現在の空気抵抗Rl−規定車速空気抵抗）を除いた駆動力が算出される。そして、この規定車速時駆動力から次式（１７）、
【０１０８】
【数１７】

により規定車速時のエンジントルクが求められる。また、規定車速時のエンジン回転速度は次式（１８）、
【０１０９】
【数１８】

により求められる。そして、この規定車速時のエンジン回転速度とエンジントルクに対応する燃料消費率[g/kW・h]がエンジン全性能マップを参照することによって求められ、さらに規定車速時のエンジントルクに基づき次式（１９）、
【０１１０】
【数１９】

により規定車速時のエンジン出力が求められる。そして、次式（２０）、
【０１１１】
【数２０】

により規定車速時の燃料消費量が求められ、速度超過による過剰燃料消費量は現在の燃料消費量から規定車速時の燃料消費量を減ずることで算出される。メモリカード７にはこの演算された速度超過時の過剰燃料消費量を積算したものが記録される。
【０１１２】
また、シフトアップ不作為による過剰燃料消費量は、シフトアップ可能な運転条件下であるにもかかわらず運転者が変速操作を怠ったことによりエンジンの運転点が燃料消費率の良い領域から外れてしまい、過剰に消費されることとなった燃料の量である。シフトアップ不作為による過剰燃料消費量は、シフトアップすることにより予測される燃料消費量と現在の燃料消費量の差から算出される。具体的には、シフトアップ後のエンジントルク[N・m]を次式（２１）、
【０１１３】
【数２１】

により求め、さらにシフトアップ後のエンジン出力を次式（２２）、
【０１１４】
【数２２】

により求める。そして、シフトアップ後のエンジン回転速度とエンジントルクに対応する燃料消費率[g/kW・h]をエンジン全性能マップを参照して求め、次式（２３）、
【０１１５】
【数２３】

によりシフトアップ後に予測される燃料消費量を算出する。そして、この値を現在の燃料消費量から減ずることでシフトアップ不作為による過剰燃料消費量が求められ、これを積算したものがメモリカード７に記録される。
【０１１６】
また、空ぶかしによる過剰燃料消費量とは、停車時にクラッチを切った状態でエンジンを空ぶかしをすることによって余計に消費された燃料量である。空ぶかしによる過剰燃料消費量は、まず、次式（２４）、
【０１１７】
【数２４】

によりアイドリング時の出力を求める。図示トルクはエンジン自体の回転に要するトルク（主運動系、動弁系、補機類などフリクション）である。そして、このアイドリング時の出力を、次式（２５）、
【０１１８】
【数２５】

に代入してアイドリング時の燃料消費量を算出する。そして、現在の燃料消費量からこのアイドリング時の燃料消費量を減ずることで空ぶかしによる燃料消費量が算出され、これを積算したものがメモリカード７に記録される。
【０１１９】
また、アイドリング時の過剰燃料消費量は、所定時間（例えば20秒）以上のアイドリングにより消費される燃料量であり、アイドリング条件成立時の燃料消費量をそのまま過剰燃料消費量とする。メモリカード７にはこの値を積算したものが記録される。
【０１２０】
以上のようにして算出された、過剰駆動力使用による過剰燃料消費量、速度超過による過剰燃料消費量、シフトアップ不作為による燃料消費量、空ぶかしによる過剰燃料消費量、アイドリングによる過剰燃料消費量を加えたものが過剰燃料消費量となり、過剰燃料消費量は後述する表示部４の運転状態表示部４３に表示される。
【０１２１】
なお、過剰燃料消費量は以下に示すようにエンジン全性能マップから規定される理想的な運転をしたときに消費される燃料量を求め、これを実際に消費された燃料量から減じて求めるようにしても良い。
【０１２２】
図５はエンジン全性能マップの一例を示したものであり、理想的な運転とはエンジンの運転点が燃料消費率の高くなる図中斜線で示す領域を通るように変速操作を行なう運転である。図５において、各ギヤでエンジンの動作点がＣ₁→Ｄ₁と移行するようにすれば燃料消費率が良い領域を有効に使うことができるが、使用するギヤ位置が不適切でＣ₂→Ｄ₂、Ｃ₃→Ｄ₃のような運転をすると同一仕事をするときに燃料を余分に消費することになる。ここでＣ₃→Ｄ₃はトルクが出ない分、回転速度を上げたり加速時間が長くなったりする。したがって、理想的な運転とは３速でエンジンの動作点がＣ₁→Ｄ₁となるように運転してシフトアップし、４速で再びエンジンの動作点がＣ₁→Ｄ₁となるように運転し、さらにシフトアップしてエンジンの動作点がＣ₁→目標車速になるような運転となる。
【０１２３】
実際の燃料消費量を演算するには、ある区間についてどのようなエンジン回転速度とトルクの組み合わせで走行したかを記憶しておき、対応する使用ギヤ段位も記憶しておく。そして、これに基づき実際の時間あたりの消費燃料量[l/h]を次式（２６）、
【０１２４】
【数２６】

により演算し、これを時間積分することによって求める。ρは燃料比重[kg/l]である。一方、理想の燃料消費量を演算するには、同じ走行距離を同じ時間で図５のＣ₁→Ｄ₁に近い動作点で走行するように変速操作が行なわれたとして求めればよい。
【０１２５】
(4) 加速、急加速の判定
加速の判定は車速信号により検出された速度により演算された加速度、又は加速度センサ６によって検出された加速度と加速判定値（例えば0.2[m/s²]に設定）とを比較し、検出された加速度が規定加速度を超えている場合に加速が行われたと判定される。
【０１２６】
さらに、加速と判定された場合はそれが急加速であるかの判定も行われる。急加速の判定は、検出された加速度と、運転者の運転技術のランク（後述するエコグラフメータのランク、あるいは加速に関するランク）に応じて設定される急加速判定値（例えば0.7[m/s²]）とを比較し、検出された加速度が急加速判定値を超えている場合に急加速が行われたと判定される。
【０１２７】
急加速判定値は、運転技術のランクが高くなるほど小さな値に設定され、例えば、運転技術のランクが最低ランクＥのときは0.7[m/s²]に設定され、ランクが上がるとそれよりも小さな値に自動的に更新される。
【０１２８】
上記加速が行なわれた時間と急加速が行なわれた時間はそれぞれメモリカード７に記録される。
【０１２９】
(5) 減速、急減速の判定
上記加速、急加速の判定と同様の処理により判定され、検出された減速度が減速判定値（例えば0.2[m/s²]）よりも大きければ減速と判定され、さらに減速度が急減速判定値（例えば0.7[m/s²]）よりも大きければ急減速が行われたと判定される。急減速判定値は運転技術のランク（後述するエコグラフメータのランク、あるいは減速に関するランク）に応じて変更され、ランクが高くなるほど小さな値に設定される。そして、上記減速が行なわれた時間と急減速が行なわれた時間はそれぞれメモリカード７に記録される。
【０１３０】
(6) アイドリング判定
連続して所定時間Ｘ（例えば20秒）以上車両が停車状態にあり、かつエンジン回転速度がアイドリング判定しきい値以下のときにアイドリング中であると判定される。所定時間Ｘは信号待ちが除かれるよう設定される。また、アイドリング判定しきい値はエンジン出力を利用して荷役作業用のクレーン等を駆動する場合のアイドルアップが除かれるように、アイドルアップ時の回転速度よりも小さな値に設定される。アイドリング中であると判定された場合はその時間が計測されメモリカード７に記録される。また、メモリカード７には停車回数、停車時間、エンジン停止回数、エンジン停止時間等もあわせて記録される。
【０１３１】
(7) 速度超過判定
速度超過判定は車速と規定車速を比較することにより行われ、車速が規定車速を超えているときは速度超過と判定される。規定車速は予め定められており、一般道走行時は60[km/h]、高速道走行時は80[km/h]に設定される。速度超過と判定された場合は、速度超過で走行した時間がメモリカード７に記録される。メモリカード７には一般道を走行した時間、高速道を走行した時間も記録される。
【０１３２】
(8) シフトアップ可能判定
図４のステップＳ７の処理と同様に、１段シフトアップしたときのエンジン回転速度と最大駆動力が算出され、シフトアップしたとした場合のエンジン回転速度が規定値以上でかつシフトアップ後の最大駆動力が現在の走行抵抗(Rs＋Rl＋Rr)以上のときにシフトアップ可能と判断される。シフトアップ可能と判定された場合はその時間がメモリカード７に記録される。また、メモリカード７には、加速時に使用したギヤ位置、確定変速段以外のギヤ位置（前進５速の場合は２速、３速及び４速）で走行した時間もあわせて記録される。
【０１３３】
(9) 等速走行判定
等速走行中かどうかは過剰駆動力に基づき判定され、過剰駆動力が小さく、後述するエコグラフメータ４１が点灯しない状態あるいはその緑色のマス目のみが点灯する状態が一定時間以上継続した場合に等速走行と判定される。等速走行と判断された時間はメモリカード７に記録される。また、メモリカード７には全走行時間に対する等速走行の頻度を調べるために全走行時間もあわせて記録される。
【０１３４】
(10) 空ぶかし判定
空ぶかしが行われたかどうかの判定は、車速と、エンジン回転速度と、アクセル操作量とに基づき行われ、車速ゼロの状態でエンジン回転速度及びアクセル操作量がゼロで無い場合に空ぶかしが行われたと判定される。メモリカード７には空ぶかしが行なわれた回数が記録される。また、メモリカード７には停車回数も記録される。
【０１３５】
４．運転状態の表示・記録
以上のようにして運転状態の演算・判定が行なわれ、その結果は運転状態表示装置１の表示部４にリアルタイムで表示される。
【０１３６】
図６は表示部４の具体的な構成を示したものである。表示部４は、過剰駆動力率等を表示するメータ（エコグラフメータ）４１、現在及び過去の燃費を表示する燃費表示部４２、過剰燃料消費量等の運転状態を表示する運転状態表示部４３、急加速時が行われたとき等に警告メッセージを表示する警告表示部４４、メモリカード７の空き容量を表示するメモリ残量表示部４５、現在の時刻や運転継続時間を選択的に表示する時刻表示部４６で構成される。なお、エコグラフメータ４１には過剰駆動力率以外の値（図１１のステップＳ１１、Ｓ１３で演算される割合）も表示されうるが、以下の説明では過剰駆動力率が表示される場合を中心に説明する。
【０１３７】
エコグラフメータ４１は過剰駆動力率の大きさを棒グラフ形式で表示するものであり１２個の一列に並んだマス目で構成される。過剰駆動力率が大きくなるに従い図中左側のマス目から順に点灯するが、各マス目の点灯色、及び過剰駆動力率に応じて点灯するマス目の数は運転技術のランク（後述するエコグラフメータのランク）に応じて変更される。
【０１３８】
図７はエコグラフメータ４１の表示形式が運転技術のランクに応じて変更される様子を示したものである。エコグラフメータ４１は緑、黄、赤に色分けされた１２分割のマス目で構成される。最低ランクＥではメータ無点灯時が過剰駆動力率０％、メータ全点灯時が過剰駆動力率１００％の状態に対応するように設定されるが、ランクが上がるに従ってメータ全点灯時の過剰駆動力率が小さくなり、ランクＤでは過剰駆動力率８０％、ランクＣでは過剰駆動力率６０％で全点灯と徐々に小さな値に設定され、ランクＡでは過剰駆動力率４０％で全点灯するように設定される。
【０１３９】
過剰駆動力率０％から４０％を緑色し、４０％から６０％を黄色、６０％から１００％を赤色で表示するとした場合、最低ランクＥでは緑色、黄色、赤色のマス目の数が４個づつになり、過剰駆動力率の増大に伴い左側のマス目から順に点灯すると、運転者はなるべく赤色のランプ（あるいは黄色のランプ）が点灯しないように運転するようになる。したがって、このときの運転者の目標とする過剰駆動力率は４０％から６０％程度となる。
【０１４０】
運転技術のランクが上がって緑色の表示エリアが大きくなると、運転者は今度はなるべく黄色のランプが点灯しないように運転するようになる。したがって、このときの運転者の目標とする過剰駆動力率は４０％程度となり、運転者の目標はランクＥの時よりも高くなっている。
【０１４１】
さらにランクが上がって最高ランクＡに達すると各マス目の点灯色が全て緑色になると、運転者は今度はこの緑色の点灯する数を減らすように運転するようになる。したがって、このときにの運転者の目標とする過剰駆動力率は４０％以下まで下がり、運転者の目標は更に高くなっている。
【０１４２】
このように、運転者が表示形式を運転技術のランクに応じて表示形式を変更するようにしたことにより、運転者にその人の運転技術にふさわしい目標を持たせることができ、熟練者、非熟練者を問わず運転技術の向上が期待できる。
【０１４３】
図６に戻って表示部４についてさらに説明すると、燃費表示部４２には現在の燃費、過去３０分の燃費の変化の様子が表示され、運転者が自らの運転操作によって燃費がどのように変化したかを把握できるようになっている。燃費は基準燃費（ここでは5.0[km/l]）よりも燃費が良いときは中央より上側のマス目が基準燃費との差に応じた数だけ点灯し、基準とする燃費よりも燃費が悪いときは下側のマス目が基準燃費との差に応じた数だけ点灯する。
【０１４４】
また、運転状態表示部４３には、上記演算処理により演算された過剰燃料消費量のほか、最高燃費やこれまでの消費された燃料量等が選択的に表示される。
【０１４５】
また、警告表示部４４には、上記した判定処理により、急加速が行われた、急減速が行なわれた、シフトアップ可能な状況である、アイドリング中である、空ぶかしを行ったと判定された場合は、判定内容に応じて運転者に対する警告メッセージが表示される。警告メッセージが表示されるときは過剰燃料消費量も増加するため、運転者は燃費を悪化させる運転操作を具体的に知ることができ、自らの運転操作の改善の参考にすることができる。なお、警告の方法は警告音を発する方法や、警告メッセージを音声で流す方法であってもよい。
【０１４６】
５．運転状態の分析
運転終了後、メモリカード７に記録された運転状態に関する各種データは、運転終了後、管理者用パソコン２に読み込まれ、各種分析処理を施した後、管理者用パソコン２のディスプレイ装置に表示される。
【０１４７】
図８は管理者用パソコン２のディスプレイ装置に表示される画面を示したものであり、運転状態表示部５１、項目別レーダーチャート５２、一定期間燃費グラフ５３、項目別過剰燃料消費量グラフ５４、エコグラフメータランク一定期間グラフ５５が表示される。
【０１４８】
運転状態表示部５１には、エコグラフメータ４１の各マス目の点灯比率、各マス目での走行距離、走行時間、過剰燃料消費量、過剰燃料ＣＯ₂量が表示される。過剰燃料ＣＯ₂量とは過剰燃料消費量を消費したことによって余分に排出されることとなったＣＯ₂の量であり、過剰燃料消費量を燃焼させることによって発生するＣＯ₂量として演算される。
【０１４９】
また、項目別レーダーチャート５２には、「エコグラフ」、「アイドリング」、「空ぶかし」、「速度」、「シフト操作」、「加速」、「減速」、「等速走行」の項目別に、それぞれの項目に関する運転者の現在及び過去のランク（Ａ〜Ｅ）が表示される。
【０１５０】
「エコグラフ」の項目に表示されるランクは、後述の各項目のランクを平均する等して決定した総合的なランク（エコグラフメータのランク）であり、エコグラフメータ４１の表示形式や急加速・急減速の判定しきい値はこのエコグラフメータのランクに応じて変更される。
【０１５１】
「エコグラフ」の以外の項目にカーソルを合わし、管理者用パソコン２のマウス等の入力装置のボタンをクリックと、図９に示すように項目別の詳細を表示するウィンドウが開かれる。
【０１５２】
図１０は、「アイドリング」の項目をクリックした場合に開かれるウィンドウの内容を示したものであり、画面には「停車回数」、「停車時間」、「エンジン停止回数」、「エンジン停止時間」、「アイドリング時間」、「停車時間に対するアイドリング時間の割合」が表示される。
【０１５３】
「アイドリング時間」とは、車両がエンジンをかけたまま停車状態でかつエンジン回転速度がアイドリング判定しきい値以下の状態が所定時間Ｘ（例えば20秒）以上継続した時間をいい、「停車時間」とは所定時間Ｘ以上車両が停車状態となった時間である。「エンジン停止時間」とは停車時間からアイドリング時間を引いたものである。
【０１５４】
「アイドリング時間／停車時間」は停車時間に対するアイドリング時間の占める割合であり、この値が小さいほど運転者がアイドリングを行なわないようにこまめにエンジンを切る等の注意を払っているといえる。「アイドリング」のランクはこの値に応じて決定され、この値が小さいほど運転者の「アイドリング」のランクは高く設定される。
【０１５５】
図１１は、「加速」の項目をクリックした場合に開かれるウィンドウの内容を示したものであり、画面には「加速時間」、「急加速時間」、「急加速時間／全加速時間」のほか、どのギヤでどの程度の加速をどの程度の時間行なったかを示すグラフも合わせて表示される。
【０１５６】
「加速時間」は加速判定値（例えば0.2[m/s²]）以上の加速を行なった時間の合計であり、「急加速時間」は急加速の警告メッセージが表示される急加速判定値（例えば0.7[m/s²]以上）以上の加速を行なった時間をいう。「急加速時間／加速時間」は加速時間のうち急加速時間が占める割合を示したものであり、この値が小さいほど急加速を行なう頻度が低く、運転者の「加速」に関する運転技術が高いといえる。「加速」のランクはこの値に基づき決定される。
【０１５７】
また、図１２は「減速」の項目をクリックした場合に開かれるウィンドウの内容を示したものであり、「減速時間」、「急減速時間」、「急減速時間／減速時間」、どのギヤでどの程度の減速をどの程度の時間行なったかを示すグラフが合わせて表示される。
【０１５８】
「減速時間」は減速判定値（例えば0.2[m/s²])以上の減速を行なった時間の合計であり、「急減速時間」は急減速の警告メッセージが表示される急減速判定値（例えば0.7[m/s²]）以上の減速を行なった時間をいう。「急減速時間／減速時間」は減速時間のうち急減速時間が占める割合を示し、この値が小さいほど急減速を行なう頻度が少ない、すなわち運転者の「減速」に関する運転技術が高いといえる。「減速」のランクはこの値に基づき決定される
また、図１３は「速度」項目をクリックした場合に開かれる画面の内容を示したものであり、一般道と高速道に分けて、「全走行時間」、「速度超過走行時間」、「速度超過走行時間／全走行時間」が表示される。また、どれくらいの車速でどの程度の時間走行していたかのグラフもあわせて表示される。
【０１５９】
「全走行時間」は一般道あるいは高速道走行中に車速が0[km/h]よりも大きかった時間の合計であり、「速度超過走行時間」は一般道あるいは高速道走行中に規定車速以上で走行した時間である。「速度超過走行時間／全走行時間」は全走行時間に対する速度超過走行時間の割合であり、この値が小さいほど運転者が規定速度を守って走行していたといえる。「速度」のランクはこの値に基づき決定される。
【０１６０】
また、図１４は「シフト」項目をクリックした場合に開かれる画面の内容を示したものであり、「２・３・４速走行時間」、「シフトアップ可能時間」、「シフトアップ可能時間／２・３・４走行時間」が表示される。
【０１６１】
また、各ギヤ位置でどのようなエンジン回転速度でどの程度の時間走行で走行したのかを示すグラフがあわせて表示され、何速で走行中に高エンジン回転速度で走行していることが多いのかが視覚的にわかるようになっている。
【０１６２】
「２・３・４速走行時間」は高速段への変速が可能な２速、３速、あるいは４速で走行した時間の合計であり（前進５段の変速機の場合）、「シフトアップ可能時間」とはシフトアップ可能な条件で走行した時間である。「シフトアップ可能時間／２・３・４速走行時間」は２・３・４速走行時間に占めるシフトアップ可能時間の割合であり、この値が小さいほど運転者が適切なタイミングでシフトアップを行なっていた、すなわちシフトアップ可能な状態になれば速やかにシフトアップを行なっていたといえる。「シフト操作」のランクはこの値に基づき決定される。
【０１６３】
また、図１５は「等速走行」項目をクリックした場合に開かれるウィンドウの内容を示したものであり、「等速時間」、「走行時間」、「等速時間／走行時間」が表示される。
【０１６４】
「等速時間」とは一定時間以上等速の条件（エコグラフメータ４１が無点灯、あるいはその緑色のマス目のみ点灯）に該当した時間であり、「走行時間」とは車速が0[km/h]より大きい条件に該当した時間である。「等速時間／走行時間」は走行時間に占める等速時間の割合であり、この値が小さいほど等速走行を行なった頻度が高いといえる。「等速走行」のランクはこの値に基づき決定される。
【０１６５】
また、図１６は「空ぶかし」項目をクリックした場合に開かれるウィンドウの内容を示したものであり、ウィンドウには「空ぶかし回数」、「停車回数」、「空ぶかし回数／停車回数」の項目が表示される。
【０１６６】
「空ぶかし回数」は空ぶかしの条件（車速ゼロの状態でエンジン回転速度及びアクセル操作量がゼロで無い）に該当した回数であり、「停車回数」とは車速0[km/h]から車速が増加し始めてから次回車速0[km/h]から車速が増加するまでを１回として計測した合計回数である。「空ぶかし回数／停車回数」は停車回数に対する空ぶかし回数の割合を示し、この値が小さいほど運転者が空ぶかしを行なわなかったといえる。「空ぶかし」のランクはこの値に基づき決定される。
【０１６７】
図８に戻り管理者用パソコン２のディスプレイ装置に表示される画面についてさらに説明すると、一定期間燃費表示部５３には、一週間単位等で燃費が過去の平均燃費とともに棒グラフ形式で表示される。また、項目別過剰燃料消費量グラフ５４には、過剰な燃料消費量がどのような原因で発生したのかがわかるように発生原因ごとに分けて表示される。
【０１６８】
また、エコグラフメータランク一定期間グラフ５５には、一ヶ月単位などの一定期間内のエコグラフメータのランクが棒グラフ形式で表示されるとともに、その期間のランクの平均値が表示される。
【０１６９】
このように、管理者用パソコン２のディスプレイ装置には運転状態がそのままの形で、あるいは加工、整理された形で表示されるので、管理者は運転者の運転状態をより具体的に把握することができ、運転状態を評価するにあたっての客観的な判断材料として活用することができる。さらに、運転状態が具体的な数値やランク付けされて示されることから、運転状態改善の目標値や管理基準を具体的に設定することも可能となる。運転者自身が表示された分析結果を見ることにより自己の運転技術の改善に役立てたり、熟練者の運転状態を見ることで熟練者の運転技術を非熟練者の指導に役立てたりすることもできる。
【０１７０】
なお、ここで管理者用パソコン２のディスプレイ装置に表示させるとしたデータは表示させるデータの一例を示したものであり、管理者の必要に応じてここで挙げたデータ以外のデータを表示させることも可能である。
【０１７１】
以上、本発明の実施の形態について説明したが、上記構成は本発明を適用したシステムの一例を示したもので本発明の範囲を限定するものではない。本発明はここで示した構成以外の構成のシステムに対しても適用することができるものであり、例えば、車両データベースを車載装置（上記実施形態では運転状態表示装置１）に内蔵させ、車載装置側で車両の選択や全性能マップの自動生成を行なうようにしてもよい。さらに、記録された運転状態の分析・表示も車載装置側で行なうようにしても良い。
【０１７２】
さらに、上記実施形態ではエンジンの全性能マップを予め用意されている燃料消費率特性データと、評価対象となるエンジンのある運転条件における既知の実燃料消費率とに基づき生成しているが、全性能マップが入手可能な場合はそれを用いるようにしてもよい。
【０１７３】
また、車載側装置と管理者側装置のデータのやり取りはメモリカードの受け渡しによる方法以外であってもよく、磁気ディスクによる受け渡し、無線通信による受け渡しであってもよい。
【図面の簡単な説明】
【図１】本発明に係る車両運転状態評価システムの構成を示すブロック図である。
【図２】エンジン全性能マップを説明するための図である。
【図３】エンジン全性能マップの燃料消費率データが自動生成される様子を模式的に表した図である。
【図４】過剰駆動力・過剰駆動力率等の演算処理及び演算された過剰駆動力率等の表示処理の内容を示したフローチャートである。
【図５】エンジン回転速度及びエンジントルクと燃料消費率との関係を示した特性図である。
【図６】表示部の具体的な構成を示した図である。
【図７】エコグラフメータの表示形式の変更を説明するための図である。
【図８】管理車用パソコンのディスプレイ装置に表示される画面である。
【図９】項目別レーダーチャートを説明するための図である。
【図１０】項目別レーダーチャートで「アイドリング」項目をクリックしたときに開かれる画面を示した図である。
【図１１】項目別レーダーチャートで「加速」項目をクリックしたときに開かれる画面を示した図である。
【図１２】項目別レーダーチャートで「減速」項目をクリックしたときに開かれる画面を示した図である。
【図１３】項目別レーダーチャートで「速度」項目をクリックしたときに開かれる画面を示した図である。
【図１４】項目別レーダーチャートで「シフト操作」項目をクリックしたときに開かれる画面を示した図である。
【図１５】項目別レーダーチャートで「等速走行」項目をクリックしたときに開かれる画面を示した図である。
【図１６】項目別レーダーチャートで「空ぶかし」項目をクリックしたときに開かれる画面を示した図である。
【図１７】理想的な運転を説明するための図である。
【図１８】理想的な運転を説明するための図である。
【図１９】エンジンの回転速度及びトルクと燃料消費率との関係を示した図である。
【図２０】エンジントルクと空燃比及び等量比との関係、エンジントルクとＮＯｘ及びスモークレベルとの関係を示した図である。
【符号の説明】
１ 運転状態表示装置
２ 管理者用パソコン
３ 運転状態演算部
４ 表示部
５ メモリカード読出し／書込み部
６ 内蔵加速度センサ
７ メモリカード[0001]
[Industrial application fields]
The present invention relates to a system for evaluating a driving state of a vehicle such as fuel efficiency.
[0002]
[Prior art]
As an apparatus for evaluating a vehicle driving state such as fuel efficiency, there is a fuel efficiency display apparatus disclosed in, for example, Japanese Patent Application Laid-Open No. 2000-205925. This device calculates the fuel consumption based on the fuel injection pulse signal output from the engine control unit, calculates the travel distance based on the vehicle speed pulse signal output from the vehicle speed sensor, and calculates the calculated travel distance as the fuel consumption. The fuel consumption is calculated and displayed by dividing by.
[0003]
[Problems to be solved by the invention]
According to the fuel consumption display device, the driver can know the fuel consumption during traveling. However, by simply displaying the fuel consumption, how the driver can specifically improve the driving operation can improve the fuel consumption, and how much the fuel consumption can be improved by improving the driving operation. I don't know and it's not enough to help improve driving skills.
[0004]
In order to encourage the driver to improve driving skills, it is necessary to present the ideal driving operation to the driver and to make the driver aware of how badly the driving actually affects the fuel economy. it is conceivable that. It is desirable that the provision of such information is performed without giving the driver a feeling of resistance.
[0005]
Here, an ideal driving operation that improves fuel efficiency is a driving operation that runs at an appropriate gear position without significantly increasing the engine speed, or accelerates without depressing the accelerator pedal too much. Then, it becomes as follows.
[0006]
The solid line in FIG. 17 indicates the relationship between the vehicle speed and fuel consumption in a steady state (zero acceleration), and the numbers beside the solid line indicate the gear position of the transmission. The reason why the fuel efficiency deteriorates as the vehicle speed increases at each gear position is that the increase in engine speed increases the friction in the engine and the air resistance acting on the vehicle body increases. The maximum speed at each gear position is the rotational speed immediately before the engine rotational speed reaches the maximum rotational speed or the critical speed of destruction of the engine.
[0007]
When traveling at a constant speed at a plurality of gear positions, the fuel efficiency is better when the high-speed gear is used. For example, when traveling at the vehicle speed V, the vehicle can travel at the vehicle speed V at either the point S or the point R. However, since the fuel efficiency is better when traveling at the point R than the point S, the fuel efficiency can be improved by shifting up as indicated by the arrow A. Can do. If the accelerator is stepped on gradually from R, the vehicle speed increases along the arrow B, and the vehicle runs at a constant speed in that the driving force and the running resistance are balanced. If the excessive driving force is extremely small, the fuel consumption gradually decreases as shown by arrow B, but the actual fuel consumption is lower than this because of a slight acceleration resistance.
[0008]
Furthermore, if a large acceleration is to be obtained, it is necessary to depress the accelerator largely at the gear position or to accelerate at a lower gear position, but the fuel efficiency in this case is extremely poor as shown in FIG. Become. In FIG. 18, when the acceleration is zero, it corresponds to the steady running of FIG.
[0009]
Further, if the same acceleration can be obtained at a plurality of gear positions, higher fuel positions can achieve better fuel efficiency. For example, in the case of realizing the acceleration a in FIG. 18, the fuel efficiency can be improved from C to D by traveling in the second gear instead of the first gear. This is because the engine is operated in or near the region where the fuel consumption rate is indicated by the hatched portion in FIG.
[0010]
Moreover, although the thick arrow P in FIGS. 17-19 shows the direction where a fuel consumption rate deteriorates, this direction generally corresponds with the increase direction of NOx and smoke. This is because, as shown in FIG. 20, the diesel engine is operated at an air-fuel ratio (excess air ratio λ> 1 and equivalence ratio φ <1) that is thinner than the stoichiometric air-fuel ratio (about 14.9). This is because the theoretical air-fuel ratio is approached from the thinner one, and the fuel efficiency is deteriorated and NOx and smoke are also increased.
[0011]
Therefore, the ideal driving operation is a “quiet operation” in which the acceleration and steady state gears are used as fast as possible and the accelerator is depressed so that the engine rotation speed becomes medium. If "" is executed, not only fuel consumption but also NOx and smoke are improved.
[0012]
The present invention has been made paying attention to such points, and presents information useful for improving driving skills to the driver, and realizes improvement of fuel consumption by improvement of driving operation and, consequently, reduction of pollution. It is the purpose.
[0013]
[Means for solving problems]
  1st invention is a vehicle driving | running state evaluation system,specificMeans for detecting that driving that deteriorates fuel consumption has been performed;specificThe amount of fuel actually consumed when it is detected that a driving operation that deteriorates fuel consumption is performed,That particularMeans for calculating the amount of fuel consumed when the vehicle travels without performing a driving operation that deteriorates the fuel efficiency, and the actual amount of fuel consumedThat particularDecreasing the amount of fuel consumed when driving without driving to reduce fuel consumptionThat particularMeans for calculating the amount of fuel excessively consumed by driving that deteriorates fuel consumption;The calculated excess fuel consumption is displayed to the driver and a warning corresponding to the driving that deteriorates the detected specific fuel consumption is issued.Means.
[0014]
  The second invention is the first invention.specificThe means for detecting that the driving that deteriorates the fuel consumption is performed is a means for detecting that the acceleration is performed with an acceleration larger than a predetermined sudden acceleration determination value.
[0015]
  The third invention is the first invention.specificThe means for detecting that the driving for deteriorating the fuel consumption has been performed is means for detecting that the deceleration has been performed at a deceleration larger than a predetermined sudden deceleration determination value.
[0016]
  4th invention in 1st inventionspecificThe means for detecting that the driving that deteriorates the fuel consumption has been performed is a means for detecting that the vehicle has traveled at a specified vehicle speed or higher.
[0017]
  According to a fifth invention, in the first invention, there is provided means for determining whether or not a shift up is possible based on the current and post-up operation conditions.specificThe means for detecting that the driving for deteriorating the fuel consumption has been performed is means for detecting that the vehicle has traveled without upshifting in a situation where upshifting is possible.
[0018]
According to a sixth aspect of the invention, the means for determining whether or not upshifting is possible in the fifth aspect of the invention is that the engine rotational speed after the upshift is equal to or higher than the specified rotational speed, and the driving force at the full load after the upshift is equal to or higher than the current running resistance. In this case, it is determined that the upshift is possible.
[0019]
  7th invention in 1st inventionspecificThe means for detecting that the driving that deteriorates the fuel consumption has been performed is a means for detecting that the idling is performed when the vehicle is stopped.
[0020]
  An eighth invention is the first to seventh inventions,specificCharacterized in that it comprises means for ranking the driving skill of the driver based on the frequency of driving that deteriorates fuel consumption, and means for displaying the rank of the driving skill to the driver or its manager. To do.
[0021]
  According to a ninth invention, in the second invention,specificA means for ranking the driving skill of the driver based on the frequency of driving that deteriorates fuel consumption is provided, and the higher the driving skill rank, the smaller the rapid acceleration judgment value.
[0022]
  In a tenth aspect based on the third aspect,specificA means for ranking the driving skill of the driver based on the frequency of driving that deteriorates fuel consumption is provided, and the rapid deceleration determination value is reduced as the driving skill rank increases.
[0023]
In an eleventh aspect based on the first to tenth aspects, the means for calculating the driving force of the vehicle based on the driving conditions, the means for calculating the excessive driving force by subtracting the running resistance from the calculated driving force, It is characterized by comprising means for calculating the excess driving power factor by dividing the excess driving force by the driving force at full load, and means for displaying the calculated excess driving power factor to the driver. Is.
[0024]
According to a twelfth aspect, in the eleventh aspect, the means for determining whether the vehicle is traveling at a specified vehicle speed or more, the means for calculating the air resistance actually received by the vehicle based on the current vehicle speed, and the vehicle has traveled at the specified vehicle speed Means for calculating the air resistance received by the vehicle, and means for calculating excess air resistance by reducing the air resistance received when the vehicle has traveled at a specified vehicle speed from the actually received air resistance, When it is determined that the vehicle is traveling at a specified vehicle speed or higher, the means for calculating the excess driving force is calculated by adding the excess air resistance to the value obtained by subtracting the running resistance from the calculated driving force as the excess driving force. It is characterized by doing.
[0025]
In a thirteenth aspect according to the eleventh aspect, the means for determining whether or not upshifting is possible based on the current and upshifted operating conditions, and the fuel consumption when the upshifting is performed are the operating conditions after the upshifting. Means for calculating based on the above, means for calculating the fuel consumption that is reduced when the fuel consumption after the upshift is subtracted from the current fuel consumption, and the fuel reduced by the upshift Means for converting the consumption amount into driving force, and when it is possible to shift up, the means for calculating the excess driving force is a value obtained by converting the fuel consumption reduced by the up-shifting into driving force. As a feature.
[0026]
  In a fourteenth aspect based on the eleventh aspect,specificThe means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the fuel consumption is provided, and the means for displaying the excessive driving power factor to the driver is higher as the driving skill rank is higher. The display format of the excessive driving power factor is changed so that the target excessive driving power factor becomes small.
[0027]
In the fifteenth invention, the means for displaying the excessive driving power factor in the eleventh invention to the driver displays the excessive driving power factor in a bar graph format, and the rank of the driving technique is high even with the same excessive driving power factor. The length of the displayed bar becomes longer.
[0029]
  First6The invention of the first to first5In the invention, there are provided means for recording the calculated excess fuel consumption amount on a recording medium, and means for displaying the excess fuel consumption amount recorded on the recording medium to the driver or the manager thereof after the operation is completed. It is characterized by that.
[0030]
  First7The invention of the first6According to the invention, the means for displaying the recorded excessive fuel consumption after the operation is finished displays the excessive fuel consumption separately for each cause of occurrence.
[0031]
  First8The invention of the first to first7In the invention ofspecificMeans for recording on the recording medium the frequency of driving that deteriorates fuel consumption, and recorded on the recording mediumspecificAnd a means for displaying to the driver or a manager thereof the frequency at which the driving that deteriorates the fuel consumption is performed after the driving is completed.
[0032]
  First19The invention of the18Recorded in the inventionspecificThe means for displaying the frequency of driving that reduces fuel consumption after driving isspecificThe frequency is displayed for each type of driving that deteriorates the fuel consumption.
[0033]
[Action and effect]
  Therefore, according to the first invention, such as sudden accelerationspecificWhen driving that deteriorates fuel consumption is performed, the amount of fuel that is excessively consumed (excess fuel consumption) is calculated and displayed to the driver.Further, a warning corresponding to the driving that deteriorates the detected specific fuel consumption is issued. specificIf you drive the car to reduce fuel consumption, it will immediately increase the excess fuel consumption.A warning is also given that a driving operation that deteriorates a specific fuel consumption was performed.Therefore, the driver can know the driving operation that caused the fuel consumption to deteriorate, and can provide a reference when improving the driving operation. In addition, since the driver can recognize how much the fuel consumption has been deteriorated by his / her driving operation, the driver can be urged to improve the driving technique.The warning method may be a method of displaying a warning message to the driver, a method of generating a warning sound, and a method of playing the warning message by voice.
[0034]
  like thisspecificAs driving that deteriorates fuel consumption, there are sudden acceleration, sudden deceleration, driving exceeding the specified vehicle speed, situations where shifting up is possible but shifting up is not possible, and there is a skidding. Determination is made, and the excessive fuel consumed by these operations is calculated as the excess fuel consumption (second to seventh inventions).
[0035]
  Also,specificIf the driver's driving skill is ranked according to the frequency of driving that deteriorates fuel efficiency, and this is displayed to the driver or manager, the driver improves driving operation with the aim of higher rank Therefore, further improvement in driving technology can be expected (eighth invention).
[0036]
In addition, as the rank rises, if the judgment thresholds (sudden acceleration judgment value, sudden deceleration judgment value) for the judgment of sudden acceleration and sudden deceleration are updated to smaller values, the driving skill can be improved. Accordingly, even more careful acceleration / deceleration operations (pedal operations) are required, and even if the driving level of the driver increases, further improvement of driving technology can be expected (the ninth and tenth inventions).
[0037]
Further, according to the eleventh aspect, the ratio of the excess driving force to the driving force at the full load (excess driving power factor) is displayed to the driver. If this excessive driving power factor is large, the fuel consumption is also deteriorated. Therefore, the driver can recognize the driving that deteriorates the fuel consumption from the change in the excessive driving power factor. The excessive driving force is an amount exceeding the driving force necessary for steady running in the driving force of the vehicle.
[0038]
The excess driving force can be obtained by subtracting the driving resistance excluding acceleration resistance from the driving force, but when driving at a speed higher than the specified vehicle speed, the air resistance increases accordingly, and extra air is required to counter this air resistance. Therefore, the excessive driving force is calculated in consideration of the increase in the air resistance during traveling at a specified vehicle speed or higher (Twelfth Invention).
[0039]
In addition, if you are traveling in low speed gears even though you can shift up, even if the difference between the driving force and running resistance is small, you will not shift up and fuel consumption will deteriorate and consume more fuel. Therefore, in this case, the excessively consumed fuel amount is converted into a driving force to make it an excessive driving force, and the driver is made aware that a driving operation that deteriorates the fuel consumption is being performed (the thirteenth). invention).
[0040]
In addition, if the display format of the excess driving power factor is changed in accordance with the improvement of the driver's driving technology, the driver can have a target that matches the driving level of the driver, regardless of the driving level of the driver. Therefore, improvement of driving technology can be expected (fourteenth method). As a method for changing the display format, for example, there is a method in which the excess driving power factor is displayed in a bar graph format, and the length of the displayed bar becomes longer as the rank of the above driving technique becomes higher even with the same excess driving power factor. There is (15th invention).
[0042]
  In addition, the calculated excess fuel consumption andspecificIf the frequency of driving that deteriorates fuel consumption is displayed to the driver or the manager (first)6, First8Invention), the driver and the manager can objectively evaluate the driving state. At this time, the excess fuel consumption is displayed separately by the cause of the occurrence, orspecificIf the frequency of driving that deteriorates fuel consumption is displayed separately for each type of driving, the driver and manager can know in detail the driving operation that caused the deterioration of fuel consumption, that is, the driving operation that should be improved. Yes (first7The second19Invention).
[0043]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings.
[0044]
FIG. 1 is a block diagram showing the configuration of a vehicle operating state evaluation system according to the present invention. This system includes a driving state display device 1 mounted on a vehicle to be evaluated and a manager personal computer 2 that manages the vehicle.
[0045]
The driving state display device 1 includes a driving state calculation unit 3, a display unit 4, a memory card read / write unit 5, and an acceleration sensor 6, so that at least the display device 4 is easily visible to the driver. Mounted on the vehicle to be evaluated.
[0046]
The driving state calculation unit 3 includes a vehicle output signal such as a vehicle speed signal, an engine rotation speed signal (not shown), a coolant temperature signal, an accelerator operation amount signal, a fuel temperature signal, a shift lever position signal, and a built-in acceleration sensor 6. Acceleration signal and the like are input. Although the vehicle output signal can be obtained from an engine control unit (not shown), it can also be obtained directly from a sensor that detects these signals without going through the engine control unit.
[0047]
The driving state calculation unit 3 calculates the driving state such as fuel consumption based on the various signals input above, the vehicle specification data read from the memory card 7, the engine overall performance map, and the like. Then, the calculated operation state is displayed on the display unit 4 and recorded in the memory card 7 by the memory card reading / writing unit 5.
[0048]
Here, the engine overall performance map is usually a map showing the relationship between the engine speed and the fuel consumption rate (BSFC) with respect to the engine torque as shown in FIG. 2 (a). The fuel consumption rate in the torque is stored.) However, it is inconvenient to handle because it is necessary to calculate the engine torque every time to obtain the fuel consumption rate. Therefore, here, as shown in FIG. 2B, this is rewritten so that the vertical axis represents the accelerator operation amount (or throttle opening) and the horizontal axis represents the engine rotation speed, and the engine torque in the operating state is indicated on each mesh. And the fuel consumption rate are stored as the engine total performance map.
[0049]
The administrator personal computer 2 includes a vehicle database, management software, and the like, and various kinds of information necessary for the operation state calculation with the operation state display device 1 via the memory card 7 that is a readable / writable recording medium. Exchange of data and calculation results of driving conditions recorded during driving.
[0050]
The administrator personal computer 2 automatically generates an engine total performance map of a vehicle to be evaluated, records data necessary for calculating the driving state, and records the engine total performance map in the memory card 7, and the driving state display device 1. And used for analysis and display of data recorded in the memory card 7.
[0051]
The specific contents of this system will be described below.
[0052]
1. Setting vehicle data for evaluation
When the driving state of a vehicle is evaluated by this system, first, a vehicle to be evaluated is selected from the vehicle database in the administrator personal computer 2. Items selected here include manufacturer name, vehicle type, model year, engine type, idling speed, total vehicle weight, final reduction gear reduction ratio, transmission gear ratio at each gear position, wind deflector type, There are body shapes, tire sizes, etc., and items corresponding to the vehicle to be evaluated are selected.
[0053]
When these selections are completed, the data specific to the selected vehicle, for example, the maximum engine torque, the engine speed at the maximum engine torque, the maximum driving force, the minimum fuel consumption rate, the engine rotation speed at the minimum fuel consumption rate, etc. Engine performance data, body projection data such as front projection area, air resistance coefficient, engine rotation pulse number (relationship between engine rotation speed and engine rotation pulse number), vehicle speed pulse number (relation between vehicle speed and vehicle speed pulse number), etc. Is automatically selected, and the selected data is written to the memory card 7.
[0054]
Of the data selected here, engine performance data and vehicle body characteristic data can be extracted from catalogs and maintenance manuals distributed by each automobile manufacturer, so an actual running test was conducted before creating the database. There is no need to collect these data. Further, the number of engine rotation pulses and the number of vehicle speed pulses can be obtained from the output signal of the engine control unit mounted on each vehicle.
[0055]
In addition, the administrator personal computer 2 evaluates based on several types of typical torque patterns prepared in advance based on the torque of the vehicle to be evaluated stored in the vehicle database in order to create an overall performance map of the engine. Torque pattern matching of the target vehicle is performed.
[0056]
The fuel consumption rate of engines with similar torque patterns is known to have almost the same characteristics regardless of the engine type (displacement, etc.), so the fuel consumption rates corresponding to typical torque patterns prepared in advance Fuel consumption rate data corresponding to the torque pattern of the target vehicle is selected from the characteristic data, and the fuel consumption rate characteristic is obtained. Then, by combining the selected fuel consumption rate characteristic data and the actual minimum fuel consumption rate, the fuel consumption rate under the remaining operating conditions is calculated, and the fuel consumption rate data of the overall engine performance map is generated. The
[0057]
When all the engines of the vehicles to be evaluated have the same torque pattern, only one fuel consumption rate characteristic data needs to be prepared, and the above torque pattern verification is not necessary.
[0058]
FIG. 3 shows how the fuel consumption rate data of the engine overall performance map is automatically generated. If the torque pattern is known as described above, the fuel consumption rate characteristic of the engine can be understood. Therefore, if one best fuel consumption rate, which is an actual value, is given, the ratio is multiplied by the fuel consumption rate under all operating conditions. The consumption rate can be determined. The torque data of the engine total performance map can be obtained from the engine output characteristics stored in the database.
[0059]
In this way, an engine total performance map composed of the fuel consumption rate data and the engine torque data is automatically generated, and the generated map is recorded in the memory card 7.
[0060]
After writing various data necessary for calculating the operation state to the memory card 7, the memory card 7 is inserted into the memory card reading / writing unit 5 of the operation state display device 1, and various data necessary for calculating the operation state are stored. The operating state display device 1 is made to read.
[0061]
2. Initial sensor adjustment and correction of engine performance map
When reading of necessary data is completed, initial adjustment of the accelerator operation amount sensor and the built-in acceleration sensor 6 is performed. The initial adjustment of the accelerator operation amount sensor is performed, for example, by detecting the sensor output value when the accelerator pedal is in the fully closed state or the fully opened state. The initial adjustment of the built-in acceleration sensor 6 is performed, for example, on the device. This is done using the attached spirit level.
[0062]
When the initial adjustment of the sensor is completed, the vehicle is actually run, and the torque data of the entire engine performance map is corrected based on the data measured at that time. Such a correction is performed because there is a difference between the catalog performance of the engine and the actual performance, and it is necessary to correct this difference in order to calculate an accurate operating state. This correction is performed based on data measured during the first run after the driving state display device 1 is attached to the vehicle.
[0063]
Specifically, the vehicle is run under the first trace condition (accelerator operation amount 70% or more), the torque data is calculated when the vehicle is fully opened, and the vehicle is operated under the second trace condition (accelerator operation amount 30 to 70%). To measure the accelerator operation amount and the engine speed at the specified torque. In addition, all the trace conditions are set to road surface gradient zero, water temperature regulation value, acceleration state, empty vehicle state, and engine torque is the following equation (1),
[0064]
[Expression 1]

Is calculated by R is the running resistance [N] calculated using equations (2) to (7), r is the tire dynamic load radius [m], it is the gear ratio at that gear position, and if is the reduction ratio Η is the transmission efficiency.
[0065]
The torque data of the engine overall performance map is corrected based on the comparison between the measured data and the engine overall performance map. Thus, by performing correction based on the travel data during full load and partial load, the torque data of the engine full performance map can be corrected to an almost accurate value.
[0066]
3. Calculation / judgment of driving conditions based on driving data
When an engine total performance map having accurate torque data is obtained as described above, calculation / determination of the driving state used for evaluation is started. Specifically, first, the basic data is calculated, and the calculation / determination of the operating state is performed using the calculation result of the basic data.
[0067]
3.1. Calculation of basic data
As basic data used for calculating the driving state, a rolling resistance coefficient μr, a running resistance R, and a driving force F are calculated.
[0068]
The rolling resistance coefficient μr is data used when calculating a rolling resistance Rr, which will be described later, and varies depending on the road surface condition (dry, rainy weather, condensation, snow cover, etc.), the tire type, the degree of wear, and the like. The measurement of the data used for the calculation of the rolling resistance coefficient μr is performed in a state where the accelerator operation amount is 0% and the clutch is disengaged. Therefore, the data necessary for the calculation of the rolling resistance coefficient μr can be measured without requiring the driver to perform special driving for data measurement. Specifically, the rolling resistance coefficient μr is based on the speed v1 [m / s] at the start of deceleration and the speed v2 [m / s] after a predetermined time Δt seconds,
[0069]
[Expression 2]

Is calculated by In the equation, g is the gravitational acceleration (= 9.8 [m / s²]) (The same applies to other formulas).
[0070]
Next, for the running resistance R [N], the gradient resistance Rs [N], the acceleration resistance Ra [N], the air resistance Rl [N], and the rolling resistance Rr [N] are obtained, respectively,
[0071]
[Equation 3]

Is calculated by
[0072]
Here, the gradient resistance Rs is obtained from the difference between the acceleration including the vertical direction detected by the built-in acceleration sensor 6 and the vehicle longitudinal acceleration calculated based on the vehicle speed signal, and the following equation (4) is obtained.
[0073]
[Expression 4]

Is calculated by W [kg] is the total weight of the vehicle.
[0074]
The acceleration resistance Ra is the resistance due to inertial force acting when the vehicle is accelerated or decelerated. The vehicle longitudinal acceleration [m / s calculated based on the vehicle speed signal]²] And vehicle gross weight W [kg],
[0075]
[Equation 5]

Is calculated by
[0076]
Air resistance Rl refers to the resistance that occurs due to the impact of the vehicle body and air during traveling, and the air density ρ [kg / m^Three], Air resistance coefficient Cd, front projection area A [m²] And vehicle speed V [m / s],
[0077]
[Formula 6]

Is calculated by
[0078]
Further, the rolling resistance Rr means a resistance generated between the tire and the road surface. Based on the rolling resistance coefficient μr and the total vehicle weight W [kg], the following equation (7),
[0079]
[Expression 7]

Is calculated by
[0080]
The driving force F [N] refers to the force that moves the vehicle by the output from the engine. The engine torque Te [N · m] obtained by referring to the engine performance map and the currently selected gear position Based on the gear ratio it, reduction ratio if, transmission efficiency η, tire dynamic load radius r [m],
[0081]
[Equation 8]

Is calculated by
[0082]
3.2. Calculation and judgment of operation status
The calculation / judgment of the driving state is performed using the basic data calculated as described above. The calculation / judgment of the driving state includes calculation of fuel consumption / fuel consumption, calculation of excess driving force / excess driving power factor, calculation of excess fuel consumption, idling determination, determination of sudden acceleration / deceleration, excess speed determination Then, determination of whether or not upshifting is possible, determination of constant speed traveling, and determination of flying in the sky are performed.
[0083]
Hereinafter, these calculation / determination processes will be described.
[0084]
(1) Calculation of fuel consumption and fuel consumption
The fuel consumption amount is based on the following equation (9) based on the engine rotational speed N [rpm] and the engine torque Te [N · m] obtained by referring to the engine overall performance map from the engine rotational speed and the accelerator operation amount. ),
[0085]
[Equation 9]

The engine output [kW] is obtained by the following, and based on the engine output, the engine speed and the amount of accelerator operation, the fuel consumption rate obtained by referring to the engine overall performance map, the fuel specific gravity, and the travel time, Formula (10),
[0086]
[Expression 10]

Is calculated by The fuel consumption is calculated based on the travel distance obtained by integrating the vehicle speed obtained based on the vehicle speed signal and the fuel consumption amount as follows:
[0087]
## EQU11 ##

Is calculated by Here, as the fuel consumption, for example, the average fuel consumption of the past predetermined time and the current instantaneous fuel consumption are calculated. When the average fuel consumption is the best value compared with the past fuel consumption data, the value is stored as the maximum fuel consumption.
[0088]
(2) Calculation of excess driving force, excess driving power factor, etc.
“Excessive driving force” is the value obtained by subtracting the acceleration resistance Ra from the driving resistance R (= Rs + Rl + Rr) from the driving force F transmitted from the engine. Is negative, the vehicle is in a decelerating state, and positive is in an accelerating state. When this excessive driving force is extremely large, it can be estimated that a useless driving force is applied, and it can be determined that a quick shift-up or an operation for returning to an appropriate accelerator operation amount is necessary.
[0089]
FIG. 4 shows the contents of the calculation process for the excess driving force, the excess driving power factor, and the like, and the display process for the calculated excess driving power factor on the display unit 4. This process is repeatedly executed at predetermined time intervals in the operating state calculation unit 3.
[0090]
This process will be described. First, in steps S1 to S3, it is determined whether the engine speed, the accelerator operation amount, and the vehicle speed are not zero. If any one of the engine speed, the accelerator operation amount, and the vehicle speed is zero, the process proceeds to steps S14 and S15, and the excessive driving force is set to zero. In this case, nothing is displayed on the display unit 4.
[0091]
In step S4, it is determined whether or not the gear is currently being shifted, that is, whether or not the clutch is released. If it is determined that the gear is being shifted, the process proceeds to steps S14 and S15. Does not display anything.
[0092]
If it is determined that the gear is not being shifted, the process proceeds to step S5, where it is determined whether the current vehicle speed is equal to or higher than the specified vehicle speed and the gear position is at the maximum gear position (fifth gear in the case of a five-speed forward transmission). For example, the specified vehicle speed is set to 50 [km / h] during traveling on a general road and 80 [km / h] during traveling on a highway. When the vehicle speed is equal to or higher than the specified vehicle speed and the gear position is at the maximum gear position, the process proceeds to step S12, and an excessive driving force due to excessive speed is calculated.
[0093]
In order to calculate the excessive driving force due to excessive speed, first, the air resistance at the current vehicle speed and the air resistance at the specified vehicle speed are calculated, and the difference between them is calculated as the excess air resistance. Then, the excess driving force obtained by subtracting the running resistance excluding the acceleration resistance from the driving force and the excess air resistance is calculated as the excess driving force due to excessive speed. When the excessive driving force is calculated, the process proceeds to step S13, and the following equation (12)
[0094]
[Expression 12]

The excessive driving power factor calculated by the above is displayed on the display unit 4. However, when the vehicle is running at a constant speed and the ratio [%] of the excess air resistance to the current driving force is larger than the excessive driving power factor, this ratio is displayed on the display unit 4 instead of the excessive driving power factor. Is displayed.
[0095]
If the vehicle speed is less than the specified vehicle speed or not the maximum gear position, the process proceeds to step S6, and it is determined whether the gear position is in the fixed gear position (a gear position that cannot be shifted up, or in the case of a five-speed forward transmission, the fifth speed or reverse). . If it is determined that the vehicle is in the fixed shift stage, the process proceeds to step S8, where the driving resistance excluding the acceleration resistance is subtracted from the current driving force to calculate the excessive driving force. In step S9, the excess driving power factor is calculated by the above equation (12) and displayed on the display unit 4.
[0096]
If it is determined in step S6 that the gear position is not in the final gear position, the process proceeds to step S7 to determine whether or not a shift up is possible. The determination as to whether or not upshifting is possible is performed as follows. First, the engine rotation speed when it is shifted up by one stage is obtained, and the engine torque at the full load at that time is obtained from the engine rotation speed at the time of this one-stage shift up with reference to the entire performance map. Based on the engine torque at the full load, the driving force at the full load (maximum driving force) at the time of one-stage shift up is calculated. And if the engine speed at the time of one-stage upshift is more than the specified speed and the maximum driving force at the time of one-stage upshift is more than the running resistance (= Rs + Rl + Rr), it is judged that the upshift is possible. Otherwise, it is determined that the shift up is not possible.
[0097]
If it is not possible to shift up, the process proceeds to steps S8 and S9 to calculate the excess driving force by subtracting the running resistance from the current driving force, and the excess driving power factor is calculated by equation (12) and displayed on the display unit 4. .
[0098]
If it is determined that the upshift is possible, the process proceeds to step S10, and the excess driving force when the upshift is possible is calculated. The excess driving force when upshifting is possible is obtained by calculating the excess fuel consumption due to shift-up omission, which is the difference between the fuel consumption predicted by shifting up (the calculation method will be described later) and the current fuel consumption. The value converted to driving force (loss driving force) is used. The conversion value to the driving force is obtained by converting the excess fuel consumption into torque using the relational expression between the fuel consumption and the engine torque derived from the equations (9) and (10), and further converting this into the equation (8). By substituting for.
[0099]
In step S11, the excess driving force and the maximum driving force at the time of one-stage shift up are substituted into equation (12) to calculate the excess driving power factor and display it on the display unit 4. However, when the vehicle is running at a constant speed and the ratio [%] of the loss driving force to the current driving force is larger than the excessive driving power factor, this ratio is displayed on the display unit 4 instead of the excessive driving power. To do.
[0100]
(3) Calculation of excess fuel consumption
“Excess fuel consumption” refers to the amount of fuel that is excessively consumed by driving that deteriorates fuel consumption, including the above-mentioned excessive driving force, and the actual amount of fuel consumed when driving that deteriorates fuel consumption is not performed. It is calculated as the difference from the amount of fuel consumed. With this excess fuel consumption, it is possible to know how much fuel has been consumed, in other words, how much fuel can be saved by improving the driving operation.
[0101]
Excess fuel consumption is the sum of excess fuel consumption due to excessive driving force, excess fuel consumption due to excessive speed, fuel consumption due to shift-up inaction, excess fuel consumption due to idling, and excess fuel consumption due to idling. Is calculated as
[0102]
The excess fuel consumption due to the use of excess driving force is the amount of fuel that is excessively consumed by using the above-described excess driving force, and is calculated based on the excess driving force. Specifically, first, the following formula (13),
[0103]
[Formula 13]

Thus, the excessive torque is obtained from the excessive driving force. r is the tire dynamic load radius [m], it is the gear ratio at the gear position at that time, if is the reduction ratio, and η is the transmission efficiency. And following Formula (14),
[0104]
[Expression 14]

Thus, an excessive output is obtained from the excessive torque. Further, from this excess output, the following equation (15),
[0105]
[Expression 15]

Thus, the excessive fuel consumption due to the excessive driving force is calculated. The memory card 7 records the sum of excess fuel consumption due to the use of this excess driving force.
[0106]
Further, the excessive fuel consumption due to the excessive speed is the amount of fuel that is excessively consumed as a result of increasing the air resistance by traveling at a specified vehicle speed or higher. For example, the specified vehicle speed is set to 50 [km / h] on a general road and 80 [km / h] on a highway. The excess fuel consumption fuel amount due to the overspeed is calculated from the difference between the fuel consumption amount at the time of overspeed and the fuel consumption amount predicted at the specified vehicle speed. Specifically, first, the following equation (16),
[0107]
[Expression 16]

Thus, the driving force is calculated by subtracting the increase in air resistance due to excessive speed (= current air resistance Rl−specified vehicle speed air resistance) from the current air resistance Rl under the same conditions as the running resistance Rr + Rs + Ra. From the driving force at the specified vehicle speed, the following formula (17),
[0108]
[Expression 17]

Thus, the engine torque at the specified vehicle speed is obtained. The engine speed at the specified vehicle speed is expressed by the following equation (18),
[0109]
[Expression 18]

It is calculated by. The fuel consumption rate [g / kW · h] corresponding to the engine speed and engine torque at the specified vehicle speed is obtained by referring to the engine overall performance map. Further, based on the engine torque at the specified vehicle speed, (19),
[0110]
[Equation 19]

Therefore, the engine output at the specified vehicle speed is obtained. And following Formula (20),
[0111]
[Expression 20]

Thus, the fuel consumption at the specified vehicle speed is obtained, and the excess fuel consumption due to the excessive speed is calculated by subtracting the fuel consumption at the specified vehicle speed from the current fuel consumption. The memory card 7 records the sum of the calculated excess fuel consumption when the speed is exceeded.
[0112]
In addition, excessive fuel consumption due to shift-up failure causes the engine operating point to deviate from the region where the fuel consumption rate is good due to the driver's neglect of gear shifting operation even under the driving conditions where the shift-up is possible. This is the amount of fuel that was consumed excessively. The excess fuel consumption due to shift-up failure is calculated from the difference between the fuel consumption predicted by shifting up and the current fuel consumption. Specifically, the engine torque [N · m] after the upshift is expressed by the following equation (21),
[0113]
[Expression 21]

The engine output after further upshifting is calculated by the following equation (22),
[0114]
[Expression 22]

Ask for. Then, the fuel consumption rate [g / kW · h] corresponding to the engine speed and engine torque after the upshift is obtained with reference to the engine performance map, and the following equation (23),
[0115]
[Expression 23]

To calculate the predicted fuel consumption after the upshift. Then, by subtracting this value from the current fuel consumption, the excess fuel consumption due to the shift-up failure is obtained, and the sum of these is recorded in the memory card 7.
[0116]
Further, the excess fuel consumption due to emptying is the amount of fuel that has been excessively consumed by emptying the engine with the clutch disengaged when the vehicle is stopped. Excess fuel consumption due to emptying is first given by the following equation (24):
[0117]
[Expression 24]

To obtain the output during idling. The indicated torque is a torque required for the rotation of the engine itself (friction such as main motion system, valve system, and auxiliary machinery). The output during idling is expressed by the following equation (25),
[0118]
[Expression 25]

To calculate the fuel consumption during idling. Then, by subtracting the fuel consumption amount at the time of idling from the current fuel consumption amount, the fuel consumption amount due to the vacancy is calculated, and the sum of these is recorded in the memory card 7.
[0119]
Further, the excessive fuel consumption during idling is the amount of fuel consumed by idling for a predetermined time (for example, 20 seconds) or longer, and the fuel consumption when the idling condition is satisfied is directly used as the excessive fuel consumption. The memory card 7 records the sum of these values.
[0120]
Calculated as described above, excess fuel consumption due to excessive driving force consumption, excess fuel consumption due to excessive speed, fuel consumption due to shift-up inaction, excess fuel consumption due to idling, excess fuel consumption due to idling The amount added is the excess fuel consumption, and the excess fuel consumption is displayed on the operation state display unit 43 of the display unit 4 described later.
[0121]
In addition, as shown below, the excess fuel consumption is calculated by calculating the amount of fuel consumed during ideal operation specified from the overall engine performance map and subtracting this from the actual amount of fuel consumed. Anyway.
[0122]
FIG. 5 shows an example of the overall engine performance map, and ideal driving is a driving operation in which the speed change operation is performed so that the operating point of the engine passes through the hatched area in the figure where the fuel consumption rate is high. . In FIG. 5, the operating point of the engine is C for each gear.₁→ D₁However, the region where the fuel consumption rate is good can be used effectively, but the gear position to be used is inappropriate and C₂→ D₂, C_Three→ D_ThreeWhen driving like this, extra fuel is consumed when doing the same job. Where C_Three→ D_ThreeWill increase the rotation speed and increase the acceleration time by the amount of torque. Therefore, ideal driving is the third speed and the engine operating point is C₁→ D₁And shift up, and the engine operating point is C again at 4th gear.₁→ D₁The engine's operating point is C₁→ Driving will be at the target vehicle speed.
[0123]
In order to calculate the actual fuel consumption, what kind of engine speed and torque combination the vehicle has traveled in a certain section is stored, and the corresponding gear position used is also stored. Based on this, the actual fuel consumption [l / h] per hour is expressed by the following equation (26),
[0124]
[Equation 26]

Is calculated by time integration. ρ is the fuel specific gravity [kg / l]. On the other hand, in order to calculate the ideal fuel consumption, the same mileage can be calculated at the same time as shown in FIG.₁→ D₁What is necessary is just to obtain | require that gear shifting operation was performed so that it might drive | work at the operating point close to.
[0125]
(4) Judgment of acceleration and sudden acceleration
The acceleration is determined by the acceleration calculated by the speed detected by the vehicle speed signal, or the acceleration detected by the acceleration sensor 6 and the acceleration determination value (for example, 0.2 [m / s²] Is set, and if the detected acceleration exceeds the specified acceleration, it is determined that the acceleration has been performed.
[0126]
Further, if it is determined that acceleration is present, it is also determined whether it is rapid acceleration. The sudden acceleration is determined by a sudden acceleration judgment value (for example, 0.7 [m / s) set according to the detected acceleration and the driving skill rank (ecograph meter rank or acceleration rank described later)²]), And if the detected acceleration exceeds the sudden acceleration judgment value, it is judged that sudden acceleration has been performed.
[0127]
The sudden acceleration judgment value is set to a smaller value as the driving skill rank becomes higher. For example, when the driving skill rank is the lowest rank E, 0.7 [m / s²], And when the rank goes up, it is automatically updated to a smaller value.
[0128]
The time when the acceleration is performed and the time when the rapid acceleration is performed are recorded in the memory card 7, respectively.
[0129]
(5) Deceleration of deceleration and sudden deceleration
It is determined by the same processing as the determination of acceleration and sudden acceleration, and the detected deceleration is a deceleration determination value (for example, 0.2 [m / s²]), It is determined that the vehicle is decelerating, and the deceleration is a sudden deceleration determination value (for example, 0.7 [m / s²]), It is determined that rapid deceleration has been performed. The sudden deceleration determination value is changed according to the rank of driving technology (an ecograph meter rank described later or a rank related to deceleration), and is set to a smaller value as the rank increases. The time when the deceleration is performed and the time when the rapid deceleration is performed are recorded in the memory card 7, respectively.
[0130]
(6) Idling judgment
It is determined that the vehicle is idling when the vehicle is continuously stopped for a predetermined time X (for example, 20 seconds) or longer and the engine rotation speed is equal to or lower than the idling determination threshold value. The predetermined time X is set so that waiting for a signal is removed. Further, the idling determination threshold value is set to a value smaller than the rotational speed at the time of idling up so that idling up when driving a crane or the like for cargo handling work using engine output is excluded. If it is determined that the vehicle is idling, the time is measured and recorded in the memory card 7. The memory card 7 also records the number of stops, the stop time, the number of engine stops, the engine stop time, and the like.
[0131]
(7) Overspeed judgment
The overspeed determination is performed by comparing the vehicle speed with the specified vehicle speed. When the vehicle speed exceeds the specified vehicle speed, it is determined that the vehicle is overspeeded. The specified vehicle speed is determined in advance, and is set to 60 [km / h] when traveling on a general road and 80 [km / h] when traveling on a highway. If it is determined that the speed has been exceeded, the time that the vehicle has traveled in excess of the speed is recorded in the memory card 7. The memory card 7 also records the time spent traveling on a general road and the time traveling on a highway.
[0132]
(8) Upshift determination
Similar to the processing in step S7 in FIG. 4, the engine rotation speed and the maximum driving force when the upshift is performed are calculated, and the engine rotation speed when the upshift is performed is equal to or higher than the specified value and the maximum after the upshifting. When the driving force is equal to or greater than the current running resistance (Rs + Rl + Rr), it is determined that the upshift is possible. When it is determined that the upshift is possible, the time is recorded in the memory card 7. The memory card 7 also records the gear position used during acceleration and the time traveled at a gear position other than the final gear position (second speed, third speed and fourth speed in the case of the fifth forward speed).
[0133]
(9) Constant speed running judgment
Whether or not the vehicle is traveling at a constant speed is determined based on the excessive driving force. When the excessive driving force is small and the ecograph meter 41 described later is not turned on or only the green grid is turned on for a certain time or longer. It is determined that the vehicle travels at a constant speed. The time determined to travel at a constant speed is recorded in the memory card 7. The memory card 7 also records the total travel time in order to check the frequency of constant speed travel with respect to the total travel time.
[0134]
(10) Judgment of sky
The determination of whether or not the idling has been performed is performed based on the vehicle speed, the engine rotation speed, and the accelerator operation amount. If the engine rotation speed and the accelerator operation amount are not zero while the vehicle speed is zero, the determination is made. It is determined that a scarecrow has been performed. The memory card 7 records the number of times that the emptying has been performed. The memory card 7 also records the number of stops.
[0135]
4). Display / record of operation status
The operation state is calculated and determined as described above, and the result is displayed on the display unit 4 of the operation state display device 1 in real time.
[0136]
FIG. 6 shows a specific configuration of the display unit 4. The display unit 4 includes a meter (ecograph meter) 41 that displays an excess driving power factor and the like, a fuel consumption display unit 42 that displays current and past fuel consumption, and an operation state display unit 43 that displays an operation state such as excess fuel consumption. A warning display unit 44 that displays a warning message when a sudden acceleration is performed, a remaining memory display unit 45 that displays the free space of the memory card 7, and a current time and operation duration are selectively displayed. The time display unit 46 is configured. The ecograph meter 41 can also display values other than the excessive driving power factor (the ratio calculated in steps S11 and S13 in FIG. 11), but in the following description, the case where the excessive driving power factor is displayed will be mainly described. Explained.
[0137]
The ecograph meter 41 displays the magnitude of the excess driving power factor in a bar graph format, and is composed of twelve squares arranged in one line. As the excess driving power factor increases, the cells turn on sequentially from the left cell in the figure. The lighting color of each cell and the number of cells that light up according to the excess driving power factor are determined according to the rank of the driving technique (eco It is changed according to the rank of the graph meter.
[0138]
FIG. 7 shows how the display format of the ecograph meter 41 is changed according to the rank of the driving technique. The ecograph meter 41 is composed of twelve divided squares that are color-coded green, yellow, and red. The lowest rank E is set to correspond to the state where the excessive driving power factor is 0% when the meter is not lit and the excessive driving power factor is 100% when the meter is fully lit. The power factor is reduced, the lighting is gradually set to a small value with the excessive driving power factor of 80% in rank D, and the excessive driving power factor of 60% in rank C. Is set as follows.
[0139]
When the excess driving power factor is displayed from 0% to 40% in green, from 40% to 60% in yellow, and from 60% to 100% in red, the lowest rank E has 4 green, yellow, and red cells. If the lights are turned on in order from the left square in accordance with the increase in the excess driving power factor, the driver is driven so that the red lamp (or yellow lamp) is not lit as much as possible. Accordingly, the driver's target excess driving power factor at this time is approximately 40% to 60%.
[0140]
If the driving skill rank increases and the green display area increases, the driver will now drive so that the yellow lamp is not lit as much as possible. Therefore, the driver's target excess driving power factor at this time is about 40%, and the driver's target is higher than that of rank E.
[0141]
When the rank is further increased to reach the highest rank A, when the lighting colors of the squares are all green, the driver now drives to reduce the number of green lights. Therefore, the excessive driving power factor targeted by the driver at this time decreases to 40% or less, and the driver's target is further increased.
[0142]
In this way, the driver changes the display format according to the rank of the driving skill, so that the driver can have a target suitable for the driving skill of the person. Improvement of driving skills can be expected regardless of skilled person.
[0143]
Returning to FIG. 6, the display unit 4 will be further described. The fuel consumption display unit 42 displays the current fuel consumption and how the fuel consumption has changed in the past 30 minutes, and how the fuel consumption changes according to the driver's own driving operation. It is possible to grasp what happened. When the fuel consumption is better than the standard fuel consumption (here, 5.0 [km / l]), the square above the center lights up according to the difference from the standard fuel consumption, which is worse than the standard fuel consumption. At times, the lower grid lights up in a number corresponding to the difference from the standard fuel efficiency.
[0144]
In addition, in addition to the excessive fuel consumption calculated by the above calculation process, the maximum fuel consumption, the amount of fuel consumed so far, and the like are selectively displayed on the operation state display unit 43.
[0145]
In the warning display unit 44, it is determined by the above-described determination process that a sudden acceleration has been performed, a rapid deceleration has been performed, a situation where shifting up is possible, idling is being performed, and an idling has been performed. If it is, a warning message for the driver is displayed according to the determination content. When the warning message is displayed, the excessive fuel consumption also increases, so that the driver can specifically know the driving operation that deteriorates the fuel consumption, and can reference the improvement of the driving operation of the driver. The warning method may be a method of generating a warning sound or a method of playing a warning message by voice.
[0146]
5). Analysis of operating conditions
After the operation is completed, various data relating to the operation state recorded in the memory card 7 is read into the administrator personal computer 2 after the operation is completed, and after being subjected to various analysis processes, is displayed on the display device of the administrator personal computer 2. The
[0147]
FIG. 8 shows a screen displayed on the display device of the manager's personal computer 2. The operating state display unit 51, the item-specific radar chart 52, the fuel consumption graph 53 for a certain period, the item-specific excess fuel consumption graph 54, An eco graph meter rank fixed period graph 55 is displayed.
[0148]
The operation state display unit 51 includes a lighting ratio of each square of the ecograph meter 41, a travel distance at each square, a travel time, an excess fuel consumption, an excess fuel CO₂The amount is displayed. Excess fuel CO₂The amount is the amount of CO exhausted due to the consumption of excess fuel.₂The amount of CO generated by burning excess fuel consumption₂Calculated as a quantity.
[0149]
In addition, the radar chart 52 for each item is classified according to the items of “eco graph”, “idling”, “blur”, “speed”, “shift operation”, “acceleration”, “deceleration”, and “constant speed driving”. The current and past ranks (A to E) of the driver regarding each item are displayed.
[0150]
The rank displayed in the item “Ecograph” is a comprehensive rank (ecograph meter rank) determined by averaging the ranks of the respective items described later, and the display format and rapid acceleration of the ecograph meter 41・ The judgment threshold for sudden deceleration is changed according to the rank of this ecograph meter.
[0151]
When the cursor is placed on an item other than “Ecograph” and a button of an input device such as a mouse of the administrator personal computer 2 is clicked, a window for displaying details for each item is opened as shown in FIG.
[0152]
FIG. 10 shows the contents of a window that is opened when the “idling” item is clicked. The screen shows “stop count”, “stop time”, “engine stop count”, “engine stop time”. “Idling time” and “ratio of idling time to stop time” are displayed.
[0153]
The “idling time” refers to the time during which the vehicle is in a stopped state with the engine running and the engine rotation speed is equal to or lower than the idling determination threshold for a predetermined time X (for example, 20 seconds) or longer. Is the time when the vehicle has stopped for a predetermined time X or longer. “Engine stop time” is the stop time minus the idling time.
[0154]
The “idling time / stop time” is the ratio of the idling time to the stop time. The smaller this value, the more the driver pays attention such as frequently turning off the engine to prevent idling. The rank of “idling” is determined according to this value. The smaller this value, the higher the “idling” rank of the driver is set.
[0155]
FIG. 11 shows the contents of the window that opens when the “Acceleration” item is clicked. The screen displays “Acceleration time”, “Rapid acceleration time”, and “Rapid acceleration time / total acceleration time”. In addition, a graph indicating how much acceleration is performed with which gear and for how long is also displayed.
[0156]
“Acceleration time” is an acceleration judgment value (for example, 0.2 [m / s²]) The total acceleration time, and the “rapid acceleration time” is a rapid acceleration judgment value (for example, 0.7 [m / s²] Above) The time when the above acceleration was performed. “Sudden acceleration time / acceleration time” indicates the ratio of the rapid acceleration time in the acceleration time. The smaller this value, the less frequent the rapid acceleration, and the higher the driving technology related to “acceleration” of the driver. It can be said. The rank of “acceleration” is determined based on this value.
[0157]
FIG. 12 shows the contents of the window that is opened when the “Deceleration” item is clicked. In any gear, “Deceleration time”, “Rapid deceleration time”, “Rapid deceleration time / Deceleration time”. A graph indicating how much deceleration has been performed for how long is also displayed.
[0158]
“Deceleration time” is the deceleration judgment value (for example, 0.2 [m / s²]) The total of the above deceleration times, and “Sudden deceleration time” is the sudden deceleration judgment value (for example, 0.7 [m / s²]) The time for the above deceleration. “Sudden deceleration time / deceleration time” indicates the ratio of the rapid deceleration time to the deceleration time. The smaller this value, the less frequent the rapid deceleration, that is, the higher the driving skill related to the “deceleration” of the driver. "Deceleration" rank is determined based on this value
FIG. 13 shows the contents of the screen that is opened when the “speed” item is clicked, and is divided into a general road and a highway, and “total travel time”, “overspeed travel time”, “speed "Excess travel time / total travel time" is displayed. In addition, a graph showing how long the vehicle has been running at what speed is also displayed.
[0159]
“Total travel time” is the total time when the vehicle speed was greater than 0 [km / h] while driving on a general road or highway, and “Overspeed travel time” is above the specified vehicle speed while driving on a general road or highway. It is the time that I drove. “Overspeed travel time / total travel time” is the ratio of the overspeed travel time to the total travel time, and it can be said that the smaller the value, the more the driver was traveling at the specified speed. The rank of “speed” is determined based on this value.
[0160]
FIG. 14 shows the contents of the screen that is opened when the “shift” item is clicked. “2/3 / 4-speed driving time”, “shift-up possible time”, “shift-up possible time / “2, 3, 4 Travel Time” is displayed.
[0161]
In addition, a graph showing what kind of engine rotation speed and how long it has been running at each gear position is also displayed, and how many speeds do you often run at high engine speed while driving? Can be seen visually.
[0162]
“2/3 / 4-speed travel time” is the total time traveled in 2nd, 3rd, or 4th speed that allows shifting to a high gear (in the case of a 5-speed forward transmission). “Possible time” is the time during which the vehicle travels under conditions that allow for upshifting. “Upshiftable time / 2, 3, 4th speed travel time” is the ratio of the upshiftable time in the 2, 3, 4th speed travel time. The smaller this value, the more the driver can shift up at an appropriate timing. If it was done, that is, if it was possible to upshift, it could be said that the upshift was carried out promptly. The rank of “shift operation” is determined based on this value.
[0163]
FIG. 15 shows the contents of a window that is opened when the “constant speed travel” item is clicked, and “constant speed time”, “travel time”, and “constant speed time / travel time” are displayed. The
[0164]
The “constant speed time” is a time corresponding to a constant speed condition for a certain time or longer (the ecograph meter 41 is not lit or only the green square is lit), and the “travel time” is a vehicle speed of 0 [km / h]. “Constant speed time / running time” is a ratio of the constant speed time to the running time, and it can be said that the smaller the value, the higher the frequency of running at the uniform speed. The rank of “constant speed running” is determined based on this value.
[0165]
FIG. 16 shows the contents of a window that is opened when the “empty sky” item is clicked. In the window, the “empty sky”, “stop count”, “empty sky” The item “number of times / number of stops” is displayed.
[0166]
“Number of times of idling” is the number of times corresponding to the condition of idling (when the vehicle speed is zero and the engine speed and the amount of accelerator operation are not zero). “Number of times of stopping” means the vehicle speed is 0 [km / h] is the total number of times measured from the first vehicle speed from 0 [km / h] to the time when the vehicle speed increases. “Number of vacancy / number of stops” indicates the ratio of vacancy to the number of stops. The smaller this value, the more the driver did not evade. The rank of “empty sky” is determined based on this value.
[0167]
Returning to FIG. 8, the screen displayed on the display device of the administrator personal computer 2 will be further described. The fuel consumption is displayed in a bar graph format together with the past average fuel consumption on the fuel consumption display section 53 for a certain period of time. In addition, the excess fuel consumption graph 54 by item is displayed separately for each cause so that it can be understood what causes the excessive fuel consumption.
[0168]
Further, the ecograph meter rank fixed period graph 55 displays the rank of the ecograph meter within a fixed period such as one month unit in the form of a bar graph and the average value of the ranks during that period.
[0169]
As described above, since the driving state is displayed as it is on the display device of the manager personal computer 2 or in a processed and organized form, the manager more specifically grasps the driving state of the driver. It can be used as an objective judgment material in evaluating the driving state. Furthermore, since the driving state is shown with specific numerical values and rankings, it is also possible to specifically set the target value and management standard for driving state improvement. The driver's own driving skills can be used to improve his / her driving skills by viewing the displayed analysis results, or the driving skills of the skilled worker can be used to guide non-skilled workers by looking at the driving conditions of the skilled worker. .
[0170]
Note that the data displayed on the display device of the administrator personal computer 2 is an example of data to be displayed, and data other than the data listed here may be displayed as required by the administrator. Is also possible.
[0171]
Although the embodiment of the present invention has been described above, the above configuration shows an example of a system to which the present invention is applied, and does not limit the scope of the present invention. The present invention can be applied to a system having a configuration other than the configuration shown here. For example, a vehicle database is built in an in-vehicle device (the driving state display device 1 in the above embodiment), and the in-vehicle device is used. Alternatively, the vehicle may be selected or the entire performance map may be automatically generated. Furthermore, analysis and display of the recorded operation state may be performed on the in-vehicle device side.
[0172]
Further, in the above embodiment, the engine performance map is generated based on the fuel consumption rate characteristic data prepared in advance and the known actual fuel consumption rate under certain operating conditions of the engine to be evaluated. If a performance map is available, it may be used.
[0173]
Further, the exchange of data between the in-vehicle device and the administrator device may be other than a method of transferring a memory card, or may be transferred by a magnetic disk or transferred by wireless communication.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a vehicle operating state evaluation system according to the present invention.
FIG. 2 is a diagram for explaining an overall engine performance map;
FIG. 3 is a diagram schematically showing a state in which fuel consumption rate data of an engine overall performance map is automatically generated.
FIG. 4 is a flowchart showing the contents of calculation processing such as excess driving force / excess driving power factor and display processing such as calculated excess driving power factor.
FIG. 5 is a characteristic diagram showing the relationship between the engine speed and engine torque and the fuel consumption rate.
FIG. 6 is a diagram showing a specific configuration of a display unit.
FIG. 7 is a diagram for explaining a change in the display format of the ecograph meter.
FIG. 8 is a screen displayed on the display device of the management vehicle personal computer.
FIG. 9 is a diagram for explaining an item-specific radar chart;
FIG. 10 is a diagram showing a screen that is opened when an “idling” item is clicked in the item-specific radar chart.
FIG. 11 is a diagram showing a screen that is opened when an “acceleration” item is clicked in the item-specific radar chart.
FIG. 12 is a diagram showing a screen that is opened when a “deceleration” item is clicked in the item-specific radar chart.
FIG. 13 is a diagram showing a screen that is opened when the “speed” item is clicked in the item-specific radar chart.
FIG. 14 is a diagram showing a screen that is opened when the “shift operation” item is clicked in the item-specific radar chart.
FIG. 15 is a diagram showing a screen that is opened when the “constant speed running” item is clicked in the item-specific radar chart.
FIG. 16 is a diagram showing a screen that is opened when an “empty sky” item is clicked in the item-specific radar chart.
FIG. 17 is a diagram for explaining an ideal operation.
FIG. 18 is a diagram for explaining an ideal operation.
FIG. 19 is a graph showing the relationship between the engine speed and torque and the fuel consumption rate.
FIG. 20 is a diagram showing the relationship between engine torque, air-fuel ratio, and equivalence ratio, and the relationship between engine torque, NOx, and smoke level.
[Explanation of symbols]
1 Operation status display device
2 PC for administrator
3 Operational state calculator
4 display section
5 Memory card read / write unit
6 Built-in acceleration sensor
7 Memory card

Claims (19)

Means for detecting that a driving operation that deteriorates a specific fuel consumption is performed;
When it is detected that the driving that deteriorates the specific fuel consumption is performed, the amount of fuel that is actually consumed and when the vehicle travels without performing the driving that deteriorates the specific fuel consumption are consumed. Means for calculating each fuel amount;
Fuel that is excessively consumed by driving that deteriorates the specific fuel consumption by reducing the amount of fuel consumed when driving without performing the driving that deteriorates the specific fuel consumption from the actually consumed fuel amount Means for calculating the quantity;
Means for displaying the calculated excess fuel consumption to the driver and issuing a warning according to the driving that deteriorates the detected specific fuel consumption ;
A vehicle operating state evaluation system comprising: 2. The means for detecting that the driving that deteriorates the specific fuel consumption is performed is means for detecting that acceleration is performed at an acceleration larger than a predetermined sudden acceleration determination value. Vehicle operating state evaluation system described in 1. The means for detecting that the operation for deteriorating the specific fuel consumption has been performed is means for detecting that the vehicle has been decelerated at a deceleration greater than a predetermined sudden deceleration determination value. The vehicle operating state evaluation system according to 1. 2. The vehicle driving state evaluation system according to claim 1, wherein the means for detecting that the driving that deteriorates the specific fuel consumption is performed is a means for detecting that the vehicle has traveled at a specified vehicle speed or higher. Means for determining whether or not the upshift is possible based on the current and post-upshift operating conditions;
The means for detecting that the driving that deteriorates the specific fuel consumption is performed is means for detecting that the vehicle has traveled without upshifting in a situation where upshifting is possible. Vehicle operating state evaluation system.   The means for determining whether or not the upshift is possible determines that the upshift is possible when the engine speed after the upshift is equal to or higher than a specified speed and the driving force at the full load after the upshift is equal to or higher than the current running resistance. The vehicle operating state evaluation system according to claim 5, wherein: 2. The vehicle driving according to claim 1, wherein the means for detecting that the driving for deteriorating the specific fuel consumption has been performed is a means for detecting that an idling is performed when the vehicle is stopped. 3. Condition evaluation system. Means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the specific fuel consumption;
Means for displaying the rank of the driving skill to the driver or its manager;
The vehicle operating state evaluation system according to any one of claims 1 to 7, further comprising: Means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the specific fuel consumption,
The vehicle driving state evaluation system according to claim 2, wherein the sudden acceleration determination value is reduced as the driving technology rank increases. Means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the specific fuel consumption,
The vehicle driving state evaluation system according to claim 3, wherein the sudden deceleration determination value is reduced as the driving technology rank increases. Means for calculating the driving force of the vehicle based on driving conditions;
Means for calculating the excessive driving force by reducing the running resistance from the calculated driving force;
Means for calculating the excess driving power factor by dividing the excess driving force by the driving force at full load;
Means for displaying the calculated excess driving power factor to the driver;
The vehicle operating state evaluation system according to any one of claims 1 to 10, further comprising: Means for determining whether the vehicle is traveling at a speed higher than the specified vehicle speed;
Means for calculating the air resistance actually received by the vehicle based on the current vehicle speed;
Means for calculating the air resistance received by the vehicle when traveling at the specified vehicle speed;
Means for calculating excess air resistance by reducing the air resistance received when the vehicle is traveling at a specified vehicle speed from the air resistance actually received;
Further comprising
When it is determined that the vehicle is traveling at a specified vehicle speed or higher, the means for calculating the excess driving force is calculated by adding the excess air resistance to the value obtained by subtracting the running resistance from the calculated driving force as the excess driving force. The vehicle operating state evaluation system according to claim 11, wherein: Means for determining whether or not upshifting is possible based on the current and post-upshifting operating conditions;
Means for calculating the fuel consumption in the case of upshifting based on the operating conditions after the upshift;
Means for calculating the fuel consumption reduced when the fuel consumption after the upshift is subtracted from the current fuel consumption and the upshift is performed;
Means for converting the fuel consumption reduced by the shift-up into driving force;
With
The means for calculating the excess driving force, when the shift up is possible, calculates a value obtained by converting the fuel consumption reduced by the shift up into the driving force as the excess driving force. Vehicle operating state evaluation system. Means for ranking the driving skill of the driver based on the frequency of the driving that deteriorates the specific fuel consumption,
The means for displaying the excessive driving power factor to the driver changes the display format of the excessive driving power factor so that the driver's target excessive driving power factor decreases as the rank of the driving technique increases. The vehicle operating state evaluation system according to claim 11.   The means for displaying the excessive driving power factor to the driver displays the excessive driving power factor in a bar graph format, and the length of the displayed bar becomes longer as the rank of the driving technique becomes higher even with the same excessive driving power factor. The driving state evaluation system according to claim 11, wherein Means for recording the calculated excess fuel consumption on a recording medium;
Means for displaying the excess fuel consumption amount recorded on the recording medium to the driver or the manager thereof after the operation is completed;
The driving state evaluation system according to any one of claims 1 to 15 , further comprising: 17. The operating state evaluation system according to claim 16 , wherein the means for displaying the recorded excess fuel consumption after the operation ends displays the excess fuel consumption separately for each cause of occurrence. Means for recording, on a recording medium, the frequency at which the driving that deteriorates the specific fuel consumption is performed;
Means for displaying to the driver or a manager thereof after the end of driving the frequency at which the recorded driving that deteriorates the specific fuel consumption was performed;
The driving state evaluation system according to any one of claims 1 to 17 , further comprising: The means for displaying the recorded frequency at which the driving for deteriorating the specific fuel consumption is performed after the end of driving displays the frequency for each type of driving for deteriorating the specific fuel consumption. The operating state evaluation system according to 18 .

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