Display device, and program

Abstract

To provide a display device and a program that can increase options for energy supply places.SOLUTION: A display device according to an embodiment comprises a controller. The controller displays, on a map, a first energy supply place located within a first distance drivable from a current position with a current energy residual amount when the vehicle is driven in accordance with current energy consumption, in a first display mode. The controller further displays, on the map, a second energy supply place located within a second distance drivable from the current position with the current energy residual amount when driving is performed with improved energy consumption, in a second display mode.SELECTED DRAWING: Figure 11

Description

[Technical Field]

[0001] The present invention relates to a display device and a program. [Background technology]

[0002] A technology is known that calculates the distance a vehicle can travel based on the current amount of gasoline remaining and the vehicle's fuel efficiency, and then displays gas stations within the calculated distance from the vehicle's current location on a map based on the vehicle's current location and the calculated distance (see, for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 6-195594 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in conventional technology, the fuel efficiency of a vehicle is a value that reflects the driving behavior of the vehicle driver (for example, the degree of sudden acceleration, the degree of abrupt steering). Therefore, for example, a vehicle that is driven in a way that reduces fuel efficiency will have a shorter travel distance and a narrower range of gas stations displayed on the map. In other words, a vehicle that is driven in a way that reduces fuel efficiency will have fewer gas stations that it can reach. In other words, a vehicle that is driven in a way that reduces fuel efficiency will have fewer gas stations from which the driver can choose.

[0005] The present invention has been made in view of the above, and aims to increase the options for energy supply stations such as gas stations. [Means for solving the problem]

[0006] A display device according to another aspect of the embodiment includes a controller that displays, on a map in a first display mode, a first energy refueling station that is located within a first distance that can be traveled from a current location with a current remaining amount of energy when the vehicle is driven in accordance with the current energy consumption of the vehicle, and a second energy refueling station that is located within a second distance that can be traveled from the current location with the current remaining amount of energy when the vehicle is driven to improve energy consumption, on the map in a second display mode. [Effects of the Invention]

[0007] According to the embodiment, the display device displays, on a map in a first display mode, a first energy refueling station that can be reached with the current energy consumption. Furthermore, the display device displays, on the map in a second display mode, a second energy refueling station that can be reached if driving that improves energy consumption is performed. This allows the vehicle driver to drive the vehicle to the second energy refueling station by performing driving that improves energy consumption, and allows the driver to select the energy refueling station to use from among many energy refueling stations. In other words, the display device can increase the options for energy refueling stations. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a block diagram showing a display device according to an embodiment. [Figure 2] FIG. 2 is a diagram showing an example of the sudden acceleration addition point database. [Figure 3] FIG. 3 is a diagram showing an example of the sudden steering additional point database. [Figure 4] FIG. 4 is a diagram showing an example of the sudden braking additional point database. [Figure 5] FIG. 5 is a diagram illustrating an example of the braking frequency database. [Figure 6] FIG. 6 is a flowchart illustrating the process of updating the sudden acceleration addition point database according to the embodiment. [Figure 7]FIG. 7 is a flowchart illustrating the update process of the sudden braking additional point database according to the embodiment. [Figure 8] FIG. 8 is a flowchart illustrating the process of updating the sudden steering additional point database according to the embodiment. [Figure 9] FIG. 9 is a flowchart illustrating the process of updating the braking frequency database according to the embodiment. [Figure 10] FIG. 10 is a flowchart illustrating the refueling station display process according to the embodiment. [Figure 11] FIG. 11 is a diagram showing a display example of the display device. [Figure 12] FIG. 12 is a diagram showing a display example of the display device. [Figure 13] FIG. 13 is a flowchart illustrating the rest area display process according to the embodiment. [Figure 14] FIG. 14 is a diagram showing a display example of the display device. [Figure 15] FIG. 15 is a diagram showing a display example of the display device. [Figure 16] FIG. 16 is a diagram showing a display example of the display device. DETAILED DESCRIPTION OF THE INVENTION

[0009] Hereinafter, a display device and a program according to an embodiment will be described in detail with reference to the accompanying drawings. However, the present invention is not limited to the embodiment.

[0010] A display device 1 according to an embodiment will be described with reference to FIG. 1. FIG. 1 is a block diagram showing the display device 1 according to the embodiment. The display device 1 is provided in a vehicle. The display device 1 is, for example, a navigation system. The display device 1 may also be a terminal device (for example, a smartphone). When the display device 1 is a terminal device, the display device 1 is communicably connected to an in-vehicle device 20 via a network.

[0011] In the following, an engine vehicle using an engine as a drive source will be described as an example of a vehicle, but the vehicle is not limited to this. The vehicle may be a hybrid vehicle using an engine and a motor as a drive source, or an electric vehicle using a motor as a drive source. The engine may use gasoline, diesel, hydrogen, or the like as fuel.

[0012] The display device 1 is connected to the in-vehicle device 20 via an in-vehicle network. The display device 1 receives driving data from the in-vehicle device 20. The driving data includes vehicle speed, steering angle, acceleration, braking operation, and position information. The driving data also includes information on the vehicle's fuel efficiency (energy consumption), the vehicle's remaining fuel (remaining energy amount, hereinafter referred to as "remaining amount"), driving distance, and first distance. The driving distance is the total driving distance of the vehicle. The first distance is the distance that can be driven from the current location with the remaining amount if driven according to the current fuel efficiency.

[0013] A vehicle speed sensor 21, a steering angle sensor 22, an acceleration sensor 23, a fuel sensor 24, a brake sensor 25, and a GPS (Global Positioning System) device 26 are connected to the on-board device 20 via an in-vehicle network.

[0014] The on-board device 20 receives information relating to the vehicle speed from a vehicle speed sensor 21. The on-board device 20 receives information relating to the vehicle steering angle from a steering angle sensor 22. The on-board device 20 receives information relating to the remaining amount of fuel from a fuel sensor 24. The on-board device 20 receives information relating to the operation of the brake pedal from a brake sensor 25. The on-board device 20 receives information relating to the acceleration of the vehicle from an acceleration sensor 23. The on-board device 20 receives information relating to the current position of the vehicle from a GPS device 26.

[0015] The vehicle-mounted device 20 calculates the current fuel efficiency of the vehicle from the remaining amount and the distance traveled by the vehicle. For example, the vehicle-mounted device 20 calculates the current fuel efficiency of the vehicle from the amount of fuel that has decreased and the distance that the vehicle has traveled relative to the decreased amount. Furthermore, the vehicle-mounted device 20 calculates a first distance that can be traveled from the current location with the remaining amount of fuel if the vehicle is driven in accordance with the current fuel efficiency from the remaining amount and the fuel efficiency. The first distance may be calculated by the display device 1.

[0016] The display device 1 may receive part of the driving data from each sensor (the vehicle speed sensor 21, the steering angle sensor 22, the acceleration sensor 23, the fuel sensor 24, the brake sensor 25, and the GPS device 26).

[0017] The display device 1 includes a display unit 2, an operation unit 3, a storage unit 4, and a controller 5. The display unit 2 is, for example, a touch panel, and is capable of displaying map information and the like. The operation unit 3 accepts operations by a user. The operation unit 3 includes, for example, operation buttons. At least a portion of the operation unit 3 may be provided integrally with the display unit 2.

[0018] The storage unit 4 is realized by, for example, a semiconductor memory element such as a RAM (Random Access Memory) or a flash memory. The storage unit 4 includes a map information database 10, a driving information database 11, a sudden acceleration additional point database 12, a sudden steering additional point database 13, a sudden braking additional point database 14, and a braking frequency database 15. The map information database 10 stores map information.

[0019] The travel information database 11 stores a portion of the travel data. The travel information database 11 stores a portion of the travel data from a predetermined storage time before the current time to the current time. Specifically, the travel information database 11 stores information about vehicle speed, steering angle, and acceleration for the predetermined storage time. When new travel data is received, the travel information database 11 overwrites the old travel data and stores the new travel data in chronological order.

[0020] The predetermined storage time is a preset time, for example, 10 seconds, which is longer than the time required to determine sudden acceleration of the vehicle.

[0021] Sudden acceleration is acceleration from when the acceleration exceeds a predetermined sudden acceleration start threshold until when the acceleration falls below a predetermined sudden acceleration end threshold. When the acceleration exceeds the sudden acceleration start threshold, it is determined that sudden acceleration has started, and when the acceleration falls below the sudden acceleration end threshold, it is determined that sudden acceleration has ended. In other words, it is determined that sudden acceleration is occurring from when the acceleration exceeds the sudden acceleration start threshold until when it falls below the sudden acceleration end threshold.

[0022] The sudden acceleration addition point database 12 is set, for example, as shown in Fig. 2. Fig. 2 is a diagram showing an example of the sudden acceleration addition point database 12. In the sudden acceleration addition point database 12, a sudden acceleration addition point and an improvement rate are set for each predetermined range of vehicle speed after sudden acceleration. In addition, the sudden acceleration addition point database 12 stores the number of sudden accelerations for each vehicle speed range according to the vehicle speed after sudden acceleration.

[0023] The sudden acceleration addition point is a value that is set in advance and is used to calculate the fatigue point, which will be described later. The sudden acceleration addition point increases as the vehicle speed after sudden acceleration increases. The improvement rate is the rate at which fuel economy can be improved if sudden acceleration is not performed. The improvement rate increases as the number after "a" increases, from "a1" to "a5." In other words, the improvement rate increases as the vehicle speed after sudden acceleration increases.

[0024] The number of sudden accelerations is the number of sudden accelerations detected between a predetermined distance before the current traveling distance (current position) and the current traveling distance (hereinafter referred to as the "detected distance"). The predetermined traveling distance is a distance set in advance, and is, for example, a distance that serves as a reference for fuel efficiency calculation. The predetermined traveling distance is, for example, 10 km. In other words, the number of sudden accelerations is the number of sudden accelerations detected while traveling the most recent detection distance (10 km).

[0025] For example, in the example shown in Figure 2, the number of times the vehicle speed after sudden acceleration was "20 km / h or more and less than 30 km / h" is "1", and the number of times the vehicle speed after sudden acceleration was "50 km / h or more and less than 60 km / h" is "4".

[0026] The traveling distance when each sudden acceleration is detected (hereinafter referred to as "first detected traveling distance") is linked to the number of sudden accelerations and stored in the sudden acceleration addition point database 12. For example, if the number of sudden accelerations of "50 km / h or more and less than 60 km / h" in the sudden acceleration addition point database 12 is "4", the first detected traveling distance when four sudden accelerations are detected is linked to the number of sudden accelerations and stored.

[0027] The abrupt steering additional point database 13 is set, for example, as shown in Fig. 3. Fig. 3 is a diagram showing an example of the abrupt steering additional point database 13. The abrupt steering additional point database 13 stores the number of abrupt steering incidents. The abrupt steering additional point database 13 sets abrupt steering additional points and an improvement rate for each preset range of the number of abrupt steering incidents.

[0028] An abrupt steering operation is a steering operation in which, when the steering angle is changed from the steering angle when traveling straight while the vehicle speed is equal to or higher than a predetermined traveling speed, the amount of change in steering angle exceeds the abrupt steering threshold. The predetermined traveling speed is a vehicle speed that is higher than the vehicle speed when turning right or left, and when changing lanes in a traffic jam. For example, the predetermined traveling speed is 30 km / h. The abrupt steering threshold is the amount of change in steering angle that occurs when changing lanes. The number of abrupt steering operations is the number of abrupt steering operations detected within the detection distance. In other words, the number of abrupt steering operations is the number of abrupt steering operations detected while traveling the most recent detection distance (10 km).

[0029] The sudden steering bonus points are set in advance and are used to calculate fatigue points, which will be described later. The more the number of sudden steering incidents, the higher the sudden steering bonus points become. The improvement rate is the rate at which fuel economy can be improved if sudden steering is not performed. The improvement rate increases as the number after "b" increases, from "b1" to "b3." In other words, the more the number of sudden steering incidents, the higher the improvement rate becomes. The sudden steering bonus point database 13 also stores the mileage when each sudden steering incident is detected (hereinafter referred to as the "second detected mileage").

[0030] The sudden braking additional point database 14 is set, for example, as shown in Fig. 4. Fig. 4 is a diagram showing an example of the sudden braking additional point database 14. In the sudden braking additional point database 14, a sudden braking additional point is set for each preset range of vehicle speed immediately before sudden braking. In addition, the sudden braking additional point database 14 stores the number of sudden braking events for each range of vehicle speed immediately before sudden braking.

[0031] Sudden braking is a braking operation in which the amount of brake pedal operation (depression amount) within a predetermined operation time is equal to or greater than a predetermined amount of operation.

[0032] The sudden braking addition point is set in advance and is used to calculate the fatigue point, which will be described later. The sudden braking addition point increases as the vehicle speed immediately before the sudden braking increases. The number of sudden braking incidents is the number of sudden braking incidents detected within the detection distance. In other words, the number of sudden braking incidents is the number of sudden braking incidents detected while traveling the most recent detection distance (10 km).

[0033] In the example shown in Figure 4, the number of times sudden braking was performed when the vehicle speed immediately before sudden braking was "30 km / h or more and less than 40 km / h" is "2", and the number of times sudden braking was performed when the vehicle speed immediately before sudden braking was "50 km / h or more and less than 60 km / h" is "2". Note that the sudden braking additional point database 14 stores the mileage when each sudden braking was detected (hereinafter referred to as the "third detected mileage") in association with the number of sudden braking.

[0034] The braking frequency database 15 is set, for example, as shown in FIG. 5. FIG. 5 is a diagram showing an example of the braking frequency database 15. The braking frequency database 15 stores the number of braking operations. The number of braking operations is the number of times the brake pedal is depressed. The number of braking operations is the number of braking operations detected over the detection distance. In other words, the number of braking operations is the number of braking operations detected while traveling the most recent detection distance (10 km). In the braking frequency database 15, a braking operation addition point is set for each preset range of the number of braking operations.

[0035] The brake operation addition points are set in advance and are used to calculate the fatigue points described later. The brake operation addition points increase as the number of brake operations increases. The braking frequency database 15 also stores the mileage at the time each brake operation is detected (hereinafter referred to as the "fourth detected mileage").

[0036] Returning to Fig. 1, the controller 5 is a component equivalent to a so-called processor or control unit. The controller 5 is realized by a CPU (Central Processing Unit), an MPU (Micro Processing Unit), or the like executing various programs stored in the storage unit 4 using RAM as a working area. The controller 5 can also be realized by an integrated circuit such as an ASIC (Application Specific Integrated Circuit) or an FPGA (Field Programmable Gate Array).

[0037] The controller 5 is connected to the display unit 2, the operation unit 3, and the storage unit 4. For example, the controller 5 changes the display on the display unit 2 in response to an operation on the operation unit 3.

[0038] The controller 5 is connected to the in-vehicle device 20 via an in-vehicle network. The controller 5 receives vehicle driving data from the in-vehicle device 20. The controller 5 stores a portion of the driving data from a predetermined storage time before the current time to the current time in the driving information database 11. In other words, the controller 5 updates the driving information database 11.

[0039] The controller 5 updates the sudden acceleration additional point database 12, the sudden steering additional point database 13, the sudden braking additional point database 14, and the braking frequency database 15. Methods for updating the sudden acceleration additional point database 12, the sudden steering additional point database 13, the sudden braking additional point database 14, and the braking frequency database 15 will be described later.

[0040] The controller 5 displays on the map gas stations that are within a driving distance of the vehicle. The method of displaying gas stations will be described later.

[0041] The controller 5 displays rest areas where the driver is recommended to take a rest on the map. A method for displaying rest areas will be described later. Rest areas include service areas, parking areas, gas stations, and the like.

[0042] Next, the update process of the sudden acceleration addition point database 12 according to the embodiment will be described with reference to Fig. 6. Fig. 6 is a flowchart illustrating the update process of the sudden acceleration addition point database 12 according to the embodiment. The update process of the sudden acceleration addition point database 12 is executed in a preset first processing cycle after one processing cycle is completed.

[0043] The controller 5 determines whether the vehicle has started sudden acceleration (S100). Specifically, the controller 5 determines whether the acceleration is equal to or greater than a sudden acceleration start threshold. If the acceleration is less than the sudden acceleration start threshold, the controller 5 determines that the vehicle has not started sudden acceleration. If the acceleration is equal to or greater than the sudden acceleration start threshold, the controller 5 determines that the vehicle has started sudden acceleration.

[0044] When it is determined that the vehicle has not started to suddenly accelerate (S100: No), the controller 5 executes the process of step S104, which will be described later.

[0045] When the controller 5 determines that the vehicle has started sudden acceleration (S100: Yes), it determines whether the vehicle has ended sudden acceleration (S101). Specifically, the controller 5 determines whether the acceleration is equal to or less than a sudden acceleration end threshold. When the acceleration is greater than the sudden acceleration end threshold, the controller 5 determines that the vehicle has not ended sudden acceleration. When the acceleration is equal to or less than the sudden acceleration end threshold, the controller 5 determines that the vehicle has ended sudden acceleration.

[0046] When the controller 5 determines that the vehicle has not ended the sudden acceleration (S101: No), the controller 5 repeats the process of step S101. That is, the controller 5 repeats the process of step S101 until the acceleration becomes equal to or less than the sudden acceleration end threshold.

[0047] When the controller 5 determines that the vehicle has finished the sudden acceleration (S101: Yes), the controller 5 detects the vehicle speed after the sudden acceleration (S102). Specifically, the controller 5 detects the vehicle speed when it is determined that the vehicle has finished the sudden acceleration as the vehicle speed after the sudden acceleration.

[0048] Next, the controller 5 updates the number of sudden accelerations based on the detected vehicle speed after the sudden acceleration (S103). Specifically, the controller 5 increments the number of sudden accelerations in the vehicle speed range to which the vehicle speed after the sudden acceleration belongs. For example, if the vehicle speed after the sudden acceleration is "23 km / h", the controller 5 increments the number of sudden accelerations in the "20 km / h or more and less than 30 km / h" range in the sudden acceleration addition point database 12 shown in FIG. 2. The controller 5 stores the number of sudden accelerations in association with the first detected traveling distance when the sudden acceleration was detected.

[0049] When the controller 5 determines that the vehicle has not started sudden acceleration (S100: No) or when the number of sudden accelerations has been updated (S103), the controller 5 determines whether or not there has been sudden acceleration detected outside the detection distance (S104). That is, the controller 5 determines, from the current traveling distance, whether or not there has been sudden acceleration detected at a stage earlier than a predetermined traveling distance.

[0050] For example, for each first detected mileage stored in the sudden acceleration addition point database 12, the controller 5 subtracts each first detected mileage from the current mileage. Then, the controller 5 determines whether there is a first detected mileage for which the subtracted distance is greater than a predetermined mileage. If there is no first detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is no sudden acceleration detected outside the detection distance. If there is a first detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is sudden acceleration detected outside the detection distance.

[0051] When it is determined that there is no sudden acceleration detected outside the detection distance (S104: No), the controller 5 ends the current processing.

[0052] When it is determined that there is a sudden acceleration detected outside the detection distance (S104: Yes), the controller 5 updates the number of sudden accelerations (S105). Specifically, the controller 5 decrements the number of sudden accelerations in the vehicle speed range to which the sudden accelerations detected outside the detection distance belong. Note that the information on the first detected traveling distance linked to the number of sudden accelerations detected outside the detection distance is erased.

[0053] For example, if the vehicle speed range to which the sudden acceleration detected outside the detection distance belongs is "50 km / h or more and less than 60 km / h," the controller 5 decrements the number of sudden accelerations "50 km / h or more and less than 60 km / h." The controller 5 also deletes information on the first detected traveling distance that fell outside the detection distance, linked to the decremented number of sudden accelerations. As a result, the number of sudden accelerations detected while traveling the most recent detection distance (10 km) at this point in time is stored in the sudden acceleration addition point database 12.

[0054] Next, the update process of the sudden braking additional point database 14 will be described with reference to Fig. 7. Fig. 7 is a flowchart illustrating the update process of the sudden braking additional point database 14 according to the embodiment. The update process of the sudden braking additional point database 14 is executed at a preset second processing cycle after one processing cycle is completed.

[0055] The controller 5 determines whether sudden braking has occurred (S200). Specifically, the controller 5 determines whether the operation amount of the brake pedal is equal to or greater than a predetermined operation amount within a predetermined operation time. If the operation amount of the brake pedal is equal to or greater than the predetermined operation amount within the predetermined operation time, the controller 5 determines that sudden braking has occurred. If the operation amount of the brake pedal is less than the predetermined operation amount within the predetermined operation time, the controller 5 determines that sudden braking has not occurred.

[0056] When it is determined that sudden braking has not occurred (S200: No), the controller 5 executes the process of step S203, which will be described later.

[0057] When it is determined that sudden braking has occurred (S200: Yes), the controller 5 detects the vehicle speed immediately before the sudden braking (S201). Specifically, the controller 5 detects the vehicle speed when it is determined that sudden braking has occurred as the vehicle speed immediately before the sudden braking. Note that, since there is a time lag between depression of the brake pedal and the brake actuation, the vehicle speed when it is determined that sudden braking has occurred is detected as the vehicle speed immediately before the sudden braking.

[0058] Next, the controller 5 updates the number of sudden braking events (S202). Specifically, the controller 5 increments the number of sudden braking events in the vehicle speed range to which the vehicle speed immediately before sudden braking belongs. For example, if the vehicle speed immediately before sudden braking was "35 km / h," the controller 5 increments the number of sudden braking events in the "30 km / h or more and less than 40 km / h" range in the sudden braking additional point database 14 shown in FIG. 4. The controller 5 associates the number of sudden braking events with the third detected mileage at the time the sudden braking was detected, and stores the number of sudden braking events.

[0059] When the controller 5 determines that sudden braking has not occurred (S200: No) or when the number of sudden braking events has been updated (S202), the controller 5 determines whether sudden braking has been detected outside the detection distance (S203).

[0060] For example, for each third detected mileage stored in the sudden braking addition point database 14, the controller 5 subtracts the third detected mileage from the current mileage. Then, the controller 5 determines whether there is a third detected mileage for which the subtracted distance is greater than a predetermined mileage. If there is no third detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is no sudden braking detected outside the detection distance. If there is a third detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is sudden braking detected outside the detection distance.

[0061] When it is determined that no sudden braking has been detected outside the detection distance (S203: No), the controller 5 ends this processing.

[0062] When it is determined that sudden braking has been detected outside the detection distance (S203: Yes), the controller 5 updates the number of sudden braking events (S204). Specifically, the controller 5 decrements the number of sudden braking events in the vehicle speed range to which the sudden braking events detected outside the detection distance belong. Note that the information on the third detected traveling distance linked to the number of sudden braking events detected outside the detection distance is erased.

[0063] For example, if the vehicle speed range to which sudden braking detected outside the detection distance belongs is "50 km / h or more and less than 60 km / h," the controller 5 decrements the number of sudden braking events "50 km / h or more and less than 60 km / h." The controller 5 also deletes information on the third detected traveling distance that is outside the detection distance and is linked to the decremented number of sudden braking events. As a result, the number of sudden braking events detected while traveling the most recent detection distance (10 km) at this point in time is stored in the sudden braking bonus point database 14.

[0064] Next, the update process of the abrupt steering additional point database 13 according to the embodiment will be described with reference to Fig. 8. Fig. 8 is a flowchart illustrating the update process of the abrupt steering additional point database 13 according to the embodiment. The update process of the abrupt steering additional point database 13 is executed at a preset third processing cycle after one processing cycle has been completed.

[0065] The controller 5 determines whether or not abrupt steering has occurred (S300). Specifically, the controller 5 determines whether or not the amount of change in steering angle from the steering angle in the straight-ahead state is equal to or greater than the abrupt steering threshold when the vehicle speed is equal to or greater than a predetermined traveling vehicle speed. The controller 5 determines that abrupt steering has occurred when the amount of change in steering angle from the steering angle in the straight-ahead state is equal to or greater than the abrupt steering threshold when the vehicle speed is equal to or greater than the predetermined traveling vehicle speed. The controller 5 determines that abrupt steering has not occurred when the amount of change in steering angle from the steering angle in the straight-ahead state is not equal to or greater than the abrupt steering threshold when the vehicle speed is equal to or greater than the predetermined traveling vehicle speed.

[0066] When it is determined that an abrupt turn has occurred (S300: Yes), the controller 5 updates the number of abrupt turns (S301). Specifically, the controller 5 increments the number of abrupt turns. The controller 5 also stores the second detected mileage when the abrupt turn has been detected.

[0067] When the controller 5 determines that no sudden steering has occurred (S300: No) or when the number of sudden steering events has been updated (S301), the controller 5 determines whether or not a sudden steering event has been detected outside the detection distance (S302).

[0068] For example, for each second detected mileage stored in the sudden steering additional point database 13, the controller 5 subtracts the second detected mileage from the current mileage. Then, the controller 5 determines whether or not there is a second detected mileage for which the subtracted distance is greater than a predetermined mileage. If there is no second detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is no sudden steering detected outside the detection distance. If there is a second detected mileage for which the subtracted distance is greater than the predetermined mileage, the controller 5 determines that there is a sudden steering detected outside the detection distance.

[0069] When it is determined that there is no sudden steering detected outside the detection distance (S302: No), the controller 5 ends the current processing.

[0070] When it is determined that abrupt steering has been detected outside the detection distance (S302: Yes), the controller 5 updates the number of abrupt steering events (S303). Specifically, the controller 5 decrements the number of abrupt steering events. Note that information on the second detected traveling distance in the case of sudden braking detected outside the detection distance is erased. As a result, the number of abrupt steering events detected while traveling the most recent detection distance (10 km) at this point in time is stored in the abrupt steering additional point database 13.

[0071] Next, the update process of the braking frequency database 15 according to the embodiment will be described with reference to Fig. 9. Fig. 9 is a flowchart illustrating the update process of the braking frequency database 15 according to the embodiment. The update process of the braking frequency database 15 is executed at a preset fourth processing cycle after one processing cycle has ended.

[0072] The controller 5 determines whether or not a brake operation has been performed (S400). Specifically, the controller 5 determines whether or not the brake pedal has been depressed. If the brake pedal has not been depressed, the controller 5 determines that a brake operation has not been performed. If the brake pedal has been depressed, the controller 5 determines that a brake operation has been performed.

[0073] When it is determined that the brake operation has been performed (S400: Yes), the controller 5 updates the number of brake operations (S401). Specifically, the number of brake operations is incremented. The controller 5 stores the fourth detected traveling distance at the time the brake operation was performed.

[0074] When the controller 5 determines that no braking operation has been performed (S400: No) or when the number of braking operations has been updated (S401), the controller 5 determines whether or not a braking operation has been detected outside the detection distance (S402).

[0075] For example, for each fourth detected mileage stored in the braking frequency database 15, the controller 5 subtracts the fourth detected mileage from the current mileage. Then, the controller 5 determines whether there is a fourth detected mileage distance for which the subtracted distance is greater than a predetermined mileage distance. If there is no fourth detected mileage distance for which the subtracted distance is greater than the predetermined mileage distance, the controller 5 determines that there is no braking operation detected outside the detection distance. If there is a fourth detected mileage distance for which the subtracted distance is greater than the predetermined mileage distance, the controller 5 determines that there is a braking operation detected outside the detection distance.

[0076] When it is determined that no braking operation has been detected outside the detection distance (S402: No), the controller 5 ends the current processing.

[0077] When it is determined that a brake operation has been detected outside the detection distance (S402: Yes), the controller 5 updates the number of brake operations (S403). Specifically, the controller 5 decrements the number of brake operations. Note that information on the fourth detected traveling distance for the brake operation detected outside the detection distance is erased. As a result, the number of brake operations detected while traveling the most recent detection distance (10 km) at this point in time is stored in the braking frequency database 15.

[0078] Next, the fueling station display process according to the embodiment will be described with reference to FIG. 10. FIG. 10 is a flowchart illustrating the fueling station display process according to the embodiment. The fueling station display process is executed at a preset fifth processing cycle after one processing cycle has ended. The fueling station display process is also executed when the remaining amount is equal to or less than a predetermined remaining amount. The predetermined remaining amount is a predetermined remaining amount, for example, 1 / 3 of the remaining amount of full fuel. The fueling station display process may also be executed when a display operation is performed by the user.

[0079] The controller 5 searches for gas stations that are within a first distance from the current position (S500). The controller 5 searches for gas stations that are within the first distance from the current position based on map information. That is, the controller 5 searches for gas stations that can be reached from the current position with the remaining fuel if the vehicle is driven according to the current fuel efficiency of the vehicle.

[0080] Next, the controller 5 calculates a second distance that can be traveled from the current location with the remaining amount of fuel if a driving mode that improves fuel efficiency is performed (S501). A driving mode that improves fuel efficiency is a driving mode that improves a driving mode that deteriorates fuel efficiency performed in the vehicle.

[0081] The driving behaviors performed by the vehicle that deteriorate fuel economy include the degree of sudden acceleration. The driving behaviors performed by the vehicle that deteriorate fuel economy include the degree of abrupt steering. Note that the driving behaviors performed by the vehicle that deteriorate fuel economy may be either the degree of sudden acceleration or the degree of abrupt steering. The controller 5 calculates the fuel economy when the driving behaviors that deteriorate fuel economy are improved based on the degree of sudden acceleration and the degree of abrupt steering.

[0082] Specifically, the controller 5 reads out the improvement rate in the vehicle speed range after sudden acceleration and the number of sudden accelerations from the sudden acceleration addition point database 12. Then, the controller 5 multiplies each improvement rate by the number of sudden accelerations and calculates a first improvement rate by adding the multiplied values. The controller 5 also reads out the improvement rate for the current number of sudden steering events as a second improvement rate from the sudden steering addition point database 13. That is, the controller 5 calculates the improvement rate according to the driving behavior that deteriorates fuel economy (the degree of sudden acceleration and the degree of sudden steering).

[0083] Then, the controller 5 multiplies the current fuel efficiency by the first improvement rate and the second improvement rate to calculate the fuel efficiency when the driving behavior that deteriorates fuel efficiency is improved. The controller 5 calculates the second distance based on the calculated fuel efficiency and the remaining amount. That is, the controller 5 calculates the second distance based on the first improvement rate and the second improvement rate.

[0084] This allows the controller 5 to calculate the second distance that the vehicle can travel if the driving behavior that worsens fuel efficiency is improved, i.e., if the driver drives without sudden acceleration or sudden steering.

[0085] Furthermore, the controller 5 can calculate the second distance based on the first improvement rate according to the degree of sudden acceleration, thereby calculating the second distance when the sudden acceleration is improved.

[0086] Furthermore, the controller 5 calculates the second distance based on the second improvement rate according to the degree of the abrupt steering, thereby being able to calculate the second distance when the abrupt steering is improved.

[0087] Next, the controller 5 searches for gas stations that are within a second distance from the current location (S502). The controller 5 searches for gas stations that are within the second distance from the current location based on map information. That is, the controller 5 searches for gas stations that can be reached from the current location with the remaining gas if driving is performed to improve fuel efficiency.

[0088] Next, the controller 5 displays on the map gas stations that are reachable from the current location (S503). Specifically, the controller 5 displays on the map gas stations (first energy refueling stations) that are within a first distance from the current location in a first display mode. The controller 5 also displays on the map gas stations (second energy refueling stations) that are within a second distance from the current location in a second display mode. Specifically, the controller 5 displays on the map gas stations that are outside the first distance and within the second distance from the current location in the second display mode. The first display mode and the second display mode are display modes that allow the driver to distinguish between each display mode. For example, the first display mode and the second display mode are displayed in different colors.

[0089] For example, the display device 1 displays the locations of gas stations as shown in Fig. 11 and Fig. 12. Fig. 11 and Fig. 12 are diagrams showing display examples of the display device 1. In Fig. 11 and Fig. 12, gas station G1 in the first display mode is shown with diagonal hatching, and gas station G2 in the second display mode is shown with cross hatching. Fig. 12 is a display example in which the second distance is longer than in Fig. 11. In Fig. 11 and Fig. 12, gas station G3, which cannot be reached even if driving to improve fuel efficiency, is shown in white.

[0090] In Fig. 11, two gas stations G1 located within a first distance from the vehicle's current position P are displayed in a first display mode. Also, in Fig. 11, two gas stations G2 located within a second distance from the vehicle's current position P are displayed in a second display mode.

[0091] In addition, in Fig. 12, where the second distance is longer than the example shown in Fig. 11, two gas stations G1 that are within a first distance from the current vehicle position P are displayed in a first display mode. In Fig. 12, three gas stations G2 that are within a second distance from the current vehicle position P are displayed in a second display mode.

[0092] In this way, the controller 5 can display on the map in the second display mode gas stations that the vehicle can reach if the driving behavior that reduces fuel efficiency is improved. This allows the driver of the vehicle to drive the vehicle to the gas stations displayed in the second display mode by performing driving that improves fuel efficiency, and allows the driver to select the gas station to use from many gas stations. In other words, the display device 1 can increase the number of gas station options. Furthermore, because the gas stations are displayed on the display device 1 in the first display mode and the second display mode, the driver can easily plan refueling by visually checking the display device 1.

[0093] In addition, the driver can easily check the difference in display mode between gas stations that can be reached with the current fuel efficiency in the first display mode and gas stations that can be reached by driving to improve fuel efficiency in the second display mode. Therefore, the controller 5 can shorten the time that the driver needs to gaze at the display device 1.

[0094] Furthermore, when the driver drives to improve fuel efficiency and drives the vehicle to the gas station displayed in the second display mode to refuel, the controller 5 can contribute to reducing the environmental load. Furthermore, when the driver drives to improve fuel efficiency, sudden acceleration and abrupt steering are suppressed, so the controller 5 can contribute to realizing safe driving.

[0095] The first improvement rate may be calculated when the number of sudden accelerations in the detection distance is equal to or greater than a first predetermined number.

[0096] The controller 5 may also notify the driver of the vehicle of improvements to be made to driving behaviors that worsen fuel efficiency. For example, the controller 5 may notify the driver by voice, saying, "There are many sudden accelerations, so please be careful." The controller 5 may also display the improvements on the display unit 2.

[0097] This allows the controller 5 to encourage the driver to drive in a way that improves fuel efficiency. Therefore, the controller 5 can contribute to reducing the environmental load. Furthermore, the controller 5 can encourage the driver to drive in a way that suppresses sudden acceleration and sudden steering, thereby contributing to the realization of safe driving.

[0098] Furthermore, the controller 5 may change the display on the map from the second display mode to the first display mode when a gas station is located within a first distance due to a driving behavior performed in the vehicle that improves fuel efficiency. For example, suppose that a first distance that the vehicle can travel is extended by performing driving that improves fuel efficiency, and a gas station that was not within the first distance before the improvement in fuel efficiency is now within the first distance due to the improvement in fuel efficiency. In this case, the controller 5 changes the display of the gas station on the map from the second display mode to the first display mode. That is, when driving that improves fuel efficiency is performed, the controller 5 calculates the first distance in accordance with the performance of driving that improves fuel efficiency, and displays gas stations within the calculated first distance on the map in the first display mode.

[0099] This allows the controller 5 to accurately display gas stations that can be reached with the current fuel. By displaying gas stations that can be reached with the current fuel on the map in the first display mode, the driver can easily plan refueling. Furthermore, the driver can drive the vehicle safely to the gas stations that are displayed in the first display mode.

[0100] Next, the rest area display process according to the embodiment will be described with reference to Fig. 13. Fig. 13 is a flowchart illustrating the rest area display process according to the embodiment. The rest area display process is executed at a preset sixth processing cycle after one processing cycle has ended.

[0101] The controller 5 calculates the fatigue points (S600). Specifically, the controller 5 calculates the fatigue points according to the fatigue driving behaviors performed in the vehicle. The fatigue driving behaviors are driving behaviors that cause fatigue to the driver. The fatigue driving behaviors include at least one of the degree of sudden braking, the degree of abrupt steering, and the braking frequency. For example, the fatigue driving behaviors include the degree of sudden braking, the degree of abrupt steering, the braking frequency, and the degree of sudden acceleration.

[0102] The controller 5 calculates first additional points by multiplying each sudden braking additional point by the number of sudden braking incidents and adding the multiplied values ​​based on the sudden braking additional point database 14. Furthermore, the controller 5 sets sudden steering additional points according to the number of sudden steering incidents as second additional points based on the sudden steering additional point database 13.

[0103] Furthermore, the controller 5 sets a brake operation addition point corresponding to the number of brake operations as a third addition point based on the braking frequency database 15. Furthermore, the controller 5 multiplies each sudden acceleration addition point by the number of sudden accelerations, and adds the multiplied values ​​based on the sudden acceleration addition point database 12 to calculate a fourth addition point.

[0104] The controller 5 then adds up the respective additional points to calculate fatigue points. Note that the fatigue points may be calculated based on at least one of the first additional points, the second additional points, and the third additional points.

[0105] The controller 5 can detect the degree of fatigue of the driver due to the driving style by calculating a fatigue point according to at least one of the degree of sudden braking, the degree of abrupt steering, and the braking frequency.

[0106] Next, the controller 5 displays rest areas corresponding to the calculated fatigue point on the map in a third display mode (S601). The controller 5 displays rest areas where a rest is recommended on the map in the third display mode according to the fatigue point. The controller 5 displays rest areas closer to the current location on the map as the fatigue point increases. The third display mode is different from the first display mode and the second display mode.

[0107] For example, the display device 1 displays the locations of rest areas where rest is recommended, as shown in Fig. 14 and Fig. 15. Fig. 14 and Fig. 15 are diagrams showing display examples of the display device 1. In Fig. 14 and Fig. 15, rest area Q where rest is recommended is indicated by vertical hatching. Fig. 15 is a display example when the fatigue point is higher than in Fig. 14. In Fig. 15, rest area Q is closer to the current position P than in Fig. 14.

[0108] The controller 5 can display rest areas suggested to the driver on a map according to the fatigue point. Therefore, the controller 5 can, for example, encourage a tired driver to take a break at a nearby rest area, thereby contributing to the realization of safe driving.

[0109] Furthermore, the controller 5 may display rest areas that the vehicle can reach based on the remaining fuel in the third display mode. This allows the controller 5 to increase the options for gas stations and suggest rest areas that suit the driver's fatigue level.

[0110] The first additional point may be calculated when the number of sudden braking events within the detection distance is equal to or greater than a predetermined second number, and the fourth additional point may be calculated when the number of sudden acceleration events within the detection distance is equal to or greater than a predetermined third number.

[0111] Furthermore, when the fatigue point is equal to or greater than a preset upper limit point, the display device 1 may issue a warning to the user to take a rest at the nearest rest area. For example, the display device 1 may display on the display unit 2, "Please take a rest at the nearest rest area."

[0112] The display device 1 may display gas station G4 with a brand name set by the driver in a fourth display mode, as shown in Fig. 16. Fig. 16 is a diagram showing a display example of the display device 1. In Fig. 16, gas station G4 with a brand name set by the driver is shown in black. The brand name set by the driver is set by operating the operation unit 3. Note that the fourth display mode is different from the first, second, and third display modes.

[0113] This allows the display device 1 to guide the driver to the gas station that he or she wishes to use.

[0114] When the display device 1 is installed in a rental car or a shared car, the display device 1 may store each database for each driver's ID. As a result, for example, when a driver who has rented a car starts driving the rental car, the display device 1 can calculate, for example, the second distance according to the past driving behavior of the same driver and display rest areas according to the past driving behavior of the same driver.

[0115] In the above embodiment, the fuel consumption of gasoline has been described as an example of energy consumption, but the fuel consumption of electricity may also be used.

[0116] Further advantages and modifications will readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described above. Accordingly, various modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents. [Explanation of symbols]

[0117] 1 Display device 2 Display section 3 Control section 4 Storage section 5 Controller 10 Map Information Database 11 Driving information database 12 Sudden acceleration bonus points database 13 Sudden steering additional points database 14 Sudden braking points database 15 Brake Frequency Database 20 Onboard equipment

Claims

1. displaying, on a map in a first display mode, first energy refueling stations that are present within a first distance that can be traveled from the current location with the current remaining energy when the vehicle is driven in accordance with the current energy consumption of the vehicle; A display device comprising a controller that displays, on a map in a second display mode, a second energy refueling station that is located within a second distance that can be traveled from the current location with the current remaining energy when driving that improves energy consumption is performed.

2. The controller calculating an improvement rate of energy consumption in accordance with a driving mode that deteriorates energy consumption efficiency executed in the vehicle; The display device according to claim 1 , wherein the second distance is calculated based on the improvement rate.

3. The display device according to claim 2 , wherein the driving behavior that deteriorates the energy consumption efficiency includes a degree of sudden acceleration of the vehicle.

4. The display device according to claim 2 , wherein the driving behavior that deteriorates the energy consumption efficiency includes a degree of abrupt steering of the vehicle.

5. The display device according to claim 2 , wherein the controller notifies the driver of the vehicle of improvements to be made to the driving behavior that deteriorates the energy consumption efficiency.

6. The controller Calculating fatigue points according to fatigue driving behaviors that cause fatigue to the driver of the vehicle performed in the vehicle; The display device according to claim 1 , wherein rest areas corresponding to the fatigue points are displayed on the map in a third display mode.

7. The display device according to claim 6 , wherein the fatigued driving behavior includes at least one of a degree of sudden deceleration of the vehicle, a degree of abrupt steering of the vehicle, and a frequency of braking of the vehicle.

8. The controller The display device according to claim 1 , wherein the display device displays energy refueling stations with a brand name set by the driver of the vehicle on the map in a fourth display mode.

9. The controller 2. The display device according to claim 1, wherein when the second energy refueling station is located within the first distance due to a driving manner performed in the vehicle that improves energy consumption efficiency, the display on the map is changed from the second display manner to the first display manner.

10. a step of displaying, on a map in a first display mode, first energy refueling stations that are present within a first distance that can be traveled from a current location with the current remaining energy when the vehicle is driven in accordance with the current energy consumption of the vehicle; a step of displaying, on the map in a second display mode, a second energy refueling station that is present within a second distance that can be traveled from the current location with the current remaining energy when driving that improves energy consumption is performed; A program that causes a computer to execute the following.

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