Driving evaluation method, driving evaluation system, and driving evaluation program

Abstract

To allow accurate evaluation of a situation of fuel-saving driving, including the influence of variations in vehicle state.SOLUTION: A driving evaluation is performed by acquiring a setting value D8r of a tire inflation pressure of an evaluation target vehicle, determines a first proper range RE1 representing a proper range of an engine speed on the evaluation target vehicle on the basis of the setting value in S13, manages actual performance information 23a and 23b such as tire inflation pressures and traveling distances acquired from a plurality of unspecified vehicles, determines a correction value in S14 on the basis of the tire inflation pressures and the traveling distances in the actual performance information, calculates a second proper range RE2 in S15 by correcting the first proper range RE1 with the correction value, and compares the engine speed of the evaluation target vehicle with the second proper range RE2 in S16. The proper range is corrected in consideration of influence of a freight weight and / or a road gradient. In the event of a deviation from the range, the fact is reported to an on-vehicle device from a server. A proper maintenance period is estimated and is reported.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a driving evaluation method, a driving evaluation system, and Driving Assessment Program To Regarding. [Background technology]

[0002] For example, in the transportation industry where trucks and other vehicles are used to transport goods, there is a demand for vehicles to be driven in a fuel-efficient manner. For this reason, on-board devices installed in vehicles, such as digital tachographs, are required to be equipped with a function that supports the driver in driving in a fuel-efficient manner.

[0003] For example, Patent Document 1 discloses a fuel-saving driving support device that allows a driver to understand operations that improve fuel efficiency and encourages the driver to perform operations suitable for improving fuel efficiency. Patent Document 1 also discloses that the engine speed and tire pressure are included in the extraction of driving operations or driving conditions, and that if tire pressure is low, advice is given that "fuel efficiency will improve if you adjust the tire pressure to the appropriate value."

[0004] Patent Document 2 discloses an in-vehicle monitoring system for reporting a state of reduced fuel economy or a state of shortened tire life due to a drop in tire air pressure. This tire pressure monitoring system is installed on a vehicle equipped with multiple tires and monitors the air pressure of the multiple tires. The tire pressure monitoring system includes a detection device for detecting tire air pressure, a tire pressure monitoring device for determining a state of reduced fuel economy or a state of shortened tire life according to the detected drop in air pressure, and a display unit for displaying the determined state of reduced fuel economy or state of shortened tire life. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2008-163781 A [Patent Document 2] JP 2017-87803 A Summary of the Invention [Problem to be solved by the invention]

[0006] As shown in Patent Document 1, it is known that a drop in tire air pressure reduces the fuel efficiency of a vehicle, so drivers are required to maintain the tire air pressure at an appropriate value when maintaining their vehicles. In addition, if vehicle maintenance is neglected, a drop in tire air pressure may lead to a drop in fuel efficiency, so drivers are also required to regularly maintain their vehicles.

[0007] On the other hand, in order to achieve fuel-efficient driving, the driver must drive while being careful to maintain the engine speed per unit time [rpm] within an appropriate range. Therefore, when evaluating whether the driver's actual driving situation is in a state of "appropriate fuel-efficient driving," it is important to correctly identify whether the engine speed of the vehicle being driven is appropriate.

[0008] However, the appropriate range of engine speed for achieving fuel-efficient driving varies depending on various conditions. For example, differences in various conditions such as tire pressure, mileage, vehicle type, road gradient, and cargo weight affect the appropriate range of engine speed. Therefore, for example, correct evaluation cannot be performed by simply comparing the engine speed during driving with a predetermined appropriate range. In other words, there are cases where a driver's driving is erroneously evaluated as not being fuel-efficient even when the driver is actually driving in a fuel-efficient manner, or the driving is erroneously evaluated as being fuel-efficient even when the driver is actually driving outside the fuel-efficient driving range.

[0009] The present invention has been made in consideration of the above-mentioned circumstances, and an object of the present invention is to provide a driving evaluation method and a driving evaluation system that can more accurately evaluate the state of fuel-saving driving, including the influence of variations in the vehicle state. and Driving Assessment Program M The purpose is to provide. [Means for solving the problem]

[0010] In order to achieve the above-mentioned object, a driving evaluation method and a driving evaluation system according to the present invention, and Driving Assessment Program M is It has the following features (1) to (7). (1) A driving evaluation method for evaluating the driving situation of a vehicle to be evaluated, comprising the steps of: Obtaining a tire pressure setting value of the vehicle to be evaluated; determining a first appropriate range representing an appropriate range of engine speed in the evaluation target vehicle based on the set value; Manage performance information including tire pressure and mileage obtained from an unspecified number of vehicles, determining a correction value based on the tire pressure and the mileage of the performance information; correcting the first appropriate range with the correction value to calculate a second appropriate range; performing a driving evaluation based on a result of comparing the engine speed of the vehicle to be evaluated with the second appropriate range; Driving evaluation methods.

[0011] (2) a first storage unit that stores a set value of the tire pressure of the vehicle to be evaluated; a first calculation unit that calculates an appropriate range of the engine speed as a first appropriate range based on the set value; A second storage unit that acquires and manages data including at least tire pressure and mileage from an unspecified number of vehicles; a correction value calculation unit that calculates a correction value based on a tire pressure and a mileage; a second calculation unit that corrects the first appropriate range by the correction value to determine a second appropriate range; an evaluation unit that performs driving evaluation based on a comparison between the engine speed of the evaluation target vehicle and the second appropriate range; A driving evaluation system comprising:

[0012] (3) The second calculation unit reflects at least one of a cargo weight of the evaluation target vehicle and a road gradient in the second appropriate range. A driving evaluation system as described in (2) above.

[0013] (4) comprising an on-board device mounted in the vehicle to be evaluated and a management server capable of managing a plurality of vehicles via wireless communication; When the evaluation unit on the management server detects a deviation of the engine speed from the second appropriate range, the management server notifies an in-vehicle device of the evaluation target vehicle of an evaluation result. A driving evaluation system according to (2) or (3) above.

[0014] (5) A monitoring unit that monitors the effect of changes in tire pressure in the vehicle to be evaluated and notifies the driver of a maintenance timing. The driving evaluation system according to (4) above.

[0015] (6) A driving evaluation program executable by a predetermined computer for evaluating the driving situation of a vehicle to be evaluated, obtaining a set value of tire pressure of the vehicle to be evaluated; determining a first optimum range representing an optimum range of engine speed in the evaluation target vehicle based on the set value; A procedure for managing performance information including tire pressure and mileage obtained from an unspecified number of vehicles; determining a correction value based on the tire pressure and the mileage of the performance information; correcting the first appropriate range with the correction value to calculate a second appropriate range; A step of performing a driving evaluation based on a result of comparing the engine speed of the evaluation target vehicle with the second appropriate range; A driving assessment program that includes:

[0016] (7) The driving evaluation method according to (1) above, further comprising outputting a result of the driving evaluation as report data.

[0017] According to the driving evaluation method configured as described above in (1), it is possible to grasp the tendency of changes in tire pressure and mileage in a plurality of vehicles and the actual influence that it has on the set value of tire pressure by using the performance information. By correcting the first optimum range with a correction value determined in consideration of this influence, the second optimum range is determined as a more correct range. Therefore, it is possible to perform a correct driving evaluation by taking into consideration the change in tire pressure.

[0018] According to the driving evaluation system configured as in (2) above, by using the data managed by the second storage unit, it is possible to grasp the trends of changes in tire pressure and mileage in a plurality of vehicles and the actual impact that these have on the set value of tire pressure. By correcting the first optimum range with a correction value determined in consideration of this impact, a second optimum range is determined as a more accurate range. Therefore, it is possible to perform a correct driving evaluation taking into consideration the changes in tire pressure.

[0019] According to the driving evaluation system having the configuration of (3) above, by reflecting the cargo weight of the vehicle to be evaluated in the second appropriate range, a correct evaluation taking into account the influence of the cargo weight becomes possible, and by reflecting the road gradient of the vehicle to be evaluated in the second appropriate range, a correct evaluation taking into account the influence of the road gradient becomes possible.

[0020] According to the driving evaluation system having the configuration of (4) above, the status of multiple vehicles can be managed by using a management server, and the evaluation results can be notified from the management server to the on-board device of the vehicle being evaluated to assist in fuel-efficient driving.

[0021] According to the driving evaluation system having the above configuration (5), the monitoring unit can notify the appropriate maintenance timing by taking into account the influence of changes in tire air pressure.

[0022] By executing the driving evaluation program configured as in (6) above on, for example, an in-vehicle device or a server computer, it is possible to perform a correct driving evaluation taking into account changes in tire pressure. In other words, by using the performance information, it is possible to grasp the actual impact that changes in tire pressure and mileage of multiple vehicles have on the set value of tire pressure. By correcting the first optimum range with a correction value determined in consideration of this impact, a second optimum range is determined as a more correct range.

[0023] The above (7) configuration Driving evaluation method According to the present invention, it is possible to generate report data such as a daily report, a monthly report, or a list of evaluation results for multiple drivers based on a correct driving evaluation that takes into account changes in tire air pressure. Effect of the Invention

[0024] The driving evaluation method and driving evaluation system of the present invention, and Driving Assessment Program To This makes it possible to more accurately evaluate the state of fuel-efficient driving, including the influence of variations in vehicle conditions. In other words, by using the performance information, it becomes possible to grasp the trends in changes in tire pressure and mileage for multiple vehicles and the actual influence that these have on the set value of tire pressure. By correcting the first optimum range with a correction value determined in consideration of this influence, a second optimum range is determined as a more accurate range.

[0025] The present invention has been briefly described above. Furthermore, the details of the present invention will be further clarified by reading the following description of the embodiment of the present invention (hereinafter, referred to as "embodiment") with reference to the accompanying drawings. [Brief description of the drawings]

[0026] [Figure 1] FIG. 1 is a block diagram showing an example of the configuration of a driving evaluation system according to an embodiment of the present invention. [Diagram 2] FIG. 2 is a block diagram showing a functional configuration of a main part of the driving evaluation system of FIG. [Diagram 3] FIG. 3 is a flowchart showing an outline of the operation of the vehicle-mounted device installed in each vehicle. [Figure 4] FIG. 4 is a flowchart showing an example of the operation of the server. [Diagram 5] FIG. 5 is a block diagram showing an example of the structure of the tire pressure / mileage table. [Figure 6] FIG. 6 is a flowchart showing the maintenance monitoring process in the server. [Figure 7] FIG. 7 is a graph showing the relationship between age, air pressure and optimum engine revolutions. [Figure 8] FIG. 8 is a graph showing the relationship between the load on a vehicle, the appropriate engine speed value, and the air pressure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0027] Specific embodiments of the present invention will be described below with reference to the accompanying drawings.

[0028] <Configuration of driving evaluation system> FIG. 1 is a block diagram showing an example of the configuration of a driving evaluation system 100 according to an embodiment of the present invention.

[0029] The driving evaluation system 100 shown in Fig. 1 includes a DTG (digital tachograph) vehicle-mounted device 11 mounted on each vehicle 10 such as a truck, and a server 20. The DTG vehicle-mounted device 11 is mounted on each of a large number of vehicles managed by a transport company. The server 20 is installed, for example, in a specified data center or in the office of the transport company.

[0030] The DTG vehicle-mounted device 11 of the vehicle 10 is equipped with a wireless communication function and can be wirelessly connected to a wide area communication network 35 via an antenna 13. In addition, since the server 20 is connected to the Internet network 30, data communication can be performed by wireless communication between each of the DTG vehicle-mounted devices 11 of the multiple vehicles 10 and the server 20 as necessary.

[0031] Each vehicle 10 is provided with an air pressure sensor 12 for detecting the air pressure of each tire on each of a plurality of wheels. Information on the tire pressure detected by the plurality of air pressure sensors 12 is inputted to a DTG vehicle-mounted device 11 on the same vehicle by wireless communication.

[0032] The communication data 31 transmitted from the DTG vehicle-mounted device 11 of each vehicle 10 to the server 20 includes tire pressure information in addition to data collected by a general digital tachograph. Also, the communication data 32 transmitted from the server 20 to the DTG vehicle-mounted device 11 of each vehicle 10 includes information such as announcements that indicate the state of energy-saving driving.

[0033] <Functional configuration of main parts> FIG. 2 is a block diagram showing the functional configuration of the main parts of the driving evaluation system 100 of FIG. As shown in FIG. 2, the DTG vehicle-mounted device 11 has the functions of a general digital tachograph, and is connected to an air pressure sensor 12, a weight sensor 14, a GPS (Global Positioning System) receiver 15, and the like. The DTG vehicle-mounted device 11 itself may be integrated with these sensors. The weight sensor 14 can be used to measure the weight of cargo loaded on the vehicle 10. The GPS receiver 15 is used to detect the current position of the vehicle 10. In addition, it is possible to grasp the gradient of the road based on the current position of the vehicle 10 and a road map. In addition, the gradient of the road can also be detected using, for example, an angular velocity sensor (gyro).

[0034] 2 includes a driving evaluation unit 22, a specification database (DB) 23, a transmission unit 24, and a notification unit 25. The driving evaluation unit 22 has a function of evaluating the state of energy-saving driving based on the engine speed of the vehicle 10 to be evaluated. The evaluation result of the energy-saving driving is notified to the vehicle 10 to be evaluated by the notification unit 25.

[0035] The receiving unit 21 of the server 20 acquires necessary data from the DTG in-vehicle devices 11 mounted on each of the multiple vehicles 10. The specification database 23 holds various information generated based on the data acquired from the DTG in-vehicle devices 11 of each vehicle. The transmitting unit 24 can transmit the necessary data to the DTG in-vehicle devices 11 of each vehicle 10.

[0036] <Operation of the in-vehicle device> FIG. 3 is a flowchart showing an outline of the operation of the DTG vehicle-mounted device 11 mounted on each vehicle 10. The DTG vehicle-mounted device 11 acquires various pieces of information to be recorded by, for example, periodically inputting and processing various signals output from sensors included in the DTG vehicle device 11 itself and sensors on the vehicle 10 side (S01).

[0037] Specifically, the data acquired includes vehicle speed [km / h] data D1, engine revolutions [rpm] data D2, current position (latitude / longitude) data D3, vehicle type data D4, cargo weight data D5, road gradient data D6, angular velocity data D7, tire pressure D8, tire pressure reference value D8r, and mileage distance [km] data D9.

[0038] The data D1, D2, and D9 can be obtained by processing the signal output from the vehicle 10. The current position data D3 can be obtained by positioning using the GPS receiver 15. The vehicle type data D4 can be obtained when necessary by registering vehicle type information matching the type of the vehicle in advance in the DTG vehicle-mounted device 11.

[0039] Cargo weight data D5 can be obtained as a change in weight detected by weight sensor 14 before and after loading onto the vehicle. Road gradient data D6 can be obtained based on the current position on road map data including road gradients, for example. Angular velocity data D7 can be obtained as needed if an angular velocity sensor is provided.

[0040] The tire pressure D8 can be obtained almost in real time for each wheel as a detection value of the air pressure sensor 12. The tire pressure reference value D8r represents the reference value of the tire pressure D8 detected by the air pressure sensor 12 by a reset operation immediately after replacing the tires of each wheel of the vehicle or adjusting the air pressure of each tire, i.e., the set value. This tire pressure reference value D8r is updated to a new value after the air pressure change by the reset operation and is stored in the air pressure reference value storage unit 16. Therefore, the current tire pressure reference value D8r can be obtained from the air pressure reference value storage unit 16.

[0041] The DTG vehicle-mounted device 11 transmits each of the data D1 to D9 acquired in S01 to the server 20 by wireless communication, for example, periodically (S02). In S03, the DTG vehicle-mounted device 11 receives the data transmitted from the server 20. In addition, the DTG vehicle-mounted device 11 performs display processing and audio output processing according to its own operating state and the data received from the server 20 (S04).

[0042] <Server operation example> Fig. 4 is a flowchart showing an example of the operation of the server 20. The operation shown in Fig. 4 realizes a function of automatically evaluating the energy-saving driving situation in each vehicle 10 and supporting the driving. The operation in Fig. 4 will be described below.

[0043] The server 20 acquires the above-mentioned data D1 to D9 from the DTG vehicle-mounted device 11 of each vehicle 10, for example, periodically, and stores the data in a multiple vehicle performance DB 23a. The server 20 processes the data stored in the multiple vehicle performance DB 23a as a periodic process, for example, to create an air pressure / mileage table 23b that can be used to evaluate energy-saving driving (S12). Also, the server 20 successively updates the contents of the air pressure / mileage table 23b.

[0044] A specific example will be described later, but the tire pressure / mileage table 23b holds a list of appropriate correction values ​​associated with tire pressure and mileage, and further has independent tables suitable for each vehicle type, cargo weight, and road gradient. Such tables can be created using the multiple vehicle performance DB 23a. In other words, the tire pressure / mileage table 23b holds correction values ​​that reflect the results of statistical processing based on performance data for multiple vehicles.

[0045] The server 20 selects each of the multiple vehicles 10 in order as an evaluation target, and executes the processes of S13 to S19 for each of the selected evaluation target vehicles.

[0046] The server 20 acquires the tire pressure reference value D8r for the vehicle to be evaluated from the multiple vehicle performance DB 23a, and calculates an appropriate range RE1 of the engine speed for the vehicle to be evaluated based on the tire pressure reference value D8r (S13). This appropriate range RE1 includes a lower limit value and an upper limit value that represent the limits of the range that can be regarded as "appropriate energy-saving driving".

[0047] The server 20 acquires data on the vehicle type, cargo weight, and road gradient of the vehicle to be evaluated from the multiple vehicle performance DB 23a, selects a table that matches the conditions of this data from the tire pressure / mileage table 23b, and further determines a correction value based on the latest tire pressure and mileage of the vehicle to be evaluated (S14).

[0048] The server 20 corrects the lower limit and upper limit of the appropriate range RE1 in S13 using the correction value determined in S14, and sets the correction result as an appropriate range RE2 for the engine speed (S15).

[0049] The server 20 compares the latest engine speed data D2 of the vehicle to be evaluated with the appropriate range RE2 in S16 to determine whether it is within the range (S17). If the latest engine speed data D2 is within the appropriate range RE2, S18 is executed. In that case, the server 20 transmits a driving evaluation result including, for example, a message such as "Energy saving driving is being performed" to the DTG in-vehicle device 11 of the vehicle to be evaluated.

[0050] Furthermore, if the latest engine speed data D2 is outside the appropriate range RE2, the server 20 executes S19. In that case, the server 20 transmits a driving evaluation result including a message such as "NG: Please check your driving" to the DTG in-vehicle device 11 of the vehicle to be evaluated.

[0051] <Air pressure / mileage table configuration> FIG. 5 is a block diagram showing an example of the structure of the tire pressure / mileage table 23b. 5, the tire pressure / mileage table 23b includes a condition compatibility table 26 and a correction value list table 27. The correction value list table 27 holds tables showing a list of the relationship between the tire pressure and mileage of vehicles under substantially the same conditions and appropriate correction values, as independent tables for each vehicle condition.

[0052] The condition compatibility table 26 holds data representing compatibility relationships for selecting an appropriate table from the correction value list table 27 according to the conditions of the vehicle to be evaluated, and has a vehicle type selection section 26a, a cargo weight selection section 26b, and a road gradient selection section 26c.

[0053] The vehicle type selection unit 26a selects a specific table that matches the vehicle type conditions of the vehicle to be evaluated from the correction value list table 27. The cargo weight selection unit 26b selects a specific table that matches the cargo weight conditions of the vehicle to be evaluated from the correction value list table 27. The road gradient selection unit 26c selects a specific table that matches the road gradient conditions of the vehicle to be evaluated from the correction value list table 27.

[0054] Therefore, the driving evaluation unit 22 of the server 20 can select a specific table that matches from the correction value list table 27 by providing the vehicle type information, cargo weight information, and road gradient information of the vehicle to be evaluated to the tire pressure / mileage table 23b. Furthermore, by identifying the tire pressure reference value D8r and the mileage data D9 of the vehicle to be evaluated, the necessary correction value can be obtained from the selected table.

[0055] <Maintenance monitoring process> Fig. 6 is a flowchart showing the maintenance monitoring process in the server 20. The process shown in Fig. 6 provides a function for notifying appropriate maintenance timing to prevent the occurrence of poor maintenance in each of the multiple vehicles 10 to be monitored. The process shown in Fig. 6 can be executed on the same server 20 as the process shown in Fig. 4, but each may be executed on an independent server or a special monitoring terminal.

[0056] The operation of the server 20 when it executes the maintenance monitoring process shown in FIG. 6 will be described below. In S21, the server 20 acquires data D1 to D9 indicating various conditions in the monitored vehicle 10. These data are transmitted from the DTG vehicle-mounted device 11 in S02 of FIG.

[0057] The server 20 first calculates an appropriate engine speed NE1 for the vehicle 10 to be monitored, using a conventional general calculation formula (first calculation formula) that does not consider the effect of changes in tire pressure (S22). This appropriate engine speed NE1 represents an optimal engine speed that satisfies the conditions for fuel saving, and takes into consideration the vehicle type, cargo weight, and road gradient conditions of the vehicle 10 to be monitored, but assumes that the tire pressure has no effect.

[0058] Next, the server 20 calculates an appropriate engine speed NE2 for the monitored vehicle 10 using a new calculation formula (second calculation formula) that takes into account the effect of changes in tire pressure (S23). This appropriate engine speed NE2 represents an optimal engine speed that satisfies the conditions for fuel saving, and takes into account the effect of changes in tire pressure D8 (D8r-D8) in addition to the vehicle type, cargo weight, and road gradient conditions of the monitored vehicle 10.

[0059] The server 20 calculates the difference ΔNE corresponding to the change in tire pressure in the vehicle 10 to be monitored by the following formula (1) (S24). ΔNE = NE1 - NE2 (1)

[0060] In S25, the server 20 compares the difference ΔNE calculated in S24 with a threshold value that indicates a condition for determining the maintenance time. Then, when the difference ΔNE satisfies the condition for the maintenance time, the server 20 notifies the DTG in-vehicle device 11 of the monitored vehicle 10 that the maintenance time is approaching in the next S26.

[0061] <Relationship between age, air pressure and optimum engine revs> FIG. 7 is a graph showing the relationship between age, air pressure and optimum engine revolutions. As shown in Fig. 7, the tire pressure value tends to decrease with the age of the vehicle, and the correct appropriate engine speed value also tends to depend on the tire pressure value in practice. Therefore, the appropriate engine speed value 71 that reflects the tire pressure value, such as the appropriate engine speed NE2 calculated in S23 shown in Fig. 6, is a more reliable appropriate value.

[0062] On the other hand, when the optimum engine revolution value 72 shown in Fig. 7 is calculated based on a formula that is unrelated to changes in tire pressure, the optimum engine revolution value 72 is calculated to be the same as the optimum engine revolution value when the tire pressure is constant. Therefore, a difference occurs between the two optimum engine revolution values ​​71, 72 as shown in Fig. 7 depending on the age and changes in tire pressure.

[0063] Therefore, from the difference between the two appropriate engine revolution values ​​71, 72, it is possible to estimate the age of the vehicle and the change in tire pressure that reflects the actual state of the vehicle. In the maintenance management process shown in Fig. 6, ΔNE, which corresponds to the difference between the two appropriate engine speed values ​​71 and 72 in Fig. 7, is calculated in step S24 in Fig. 6. In addition, ΔNE is compared with a threshold value in S25.

[0064] 6, the actual vehicle age and tire pressure change estimated from the difference ΔNE between the appropriate engine speeds NE1 and NE2 are evaluated to determine whether or not the maintenance time is approaching. This allows the server 20 to automatically recommend to the driver or manager of the vehicle 10 to perform maintenance at an appropriate time so as to prevent poor maintenance of the vehicle being monitored.

[0065] In fact, it has been found that the appropriate engine speed tends to increase by a few percent in vehicles that have traveled an excessive amount of time, for example, about 100,000 km. By detecting such a change as the difference ΔNE, it can be used to determine the appropriate timing for maintenance, as in the process of Figure 6.

[0066] <Relationship between load weight, proper engine rpm and air pressure> FIG. 8 is a graph showing the relationship between the load on a vehicle, the appropriate engine speed value, and the air pressure. Two optimum engine revolution values ​​81 and 82 shown in FIG. 8 respectively represent changes in optimum values ​​under different tire air pressure conditions.

[0067] As shown in Fig. 8, engine speed values ​​that can be considered appropriate for energy-saving driving tend to change according to the load. Also, due to changes in tire air pressure, an effect such as the difference between the two appropriate engine speed values ​​81 and 82 appears.

[0068] On the other hand, in the operation shown in Fig. 4, a correction value that reflects differences in vehicle type, cargo weight, road gradient, etc. is calculated in S14, and an appropriate range RE2 of the corrected engine speed is calculated using a correction value that takes into account the effect of tire air pressure. Therefore, energy-saving driving can be correctly evaluated in S17, taking into account the situation shown in Fig. 8.

[0069] As described above, when applying a driving evaluation method such as the driving evaluation system 100 according to this embodiment, the performance data acquired from a large number of unspecified vehicles is processed to acquire an appropriate correction value for suitable vehicle conditions in S14. Therefore, the influence of variations in the condition of each vehicle can be suppressed, and energy-saving driving can be properly evaluated, including the influence of changes in tire pressure, from the overall trend of the same type of vehicles in a large number of vehicles.

[0070] In addition, as shown in FIG. 4, the server 20 determines the correction value in S14 so as to reflect the cargo weight and road gradient conditions of the vehicle being evaluated, so that the change in the appropriate range due to the cargo weight and the change in the appropriate range due to the road gradient can be properly reflected in the appropriate range RE2 of the engine speed.

[0071] In addition, if the engine speed deviates from the appropriate range RE2, the server 20 notifies the DTG vehicle-mounted unit 11 of the evaluation result in S19 as shown in FIG. 14, so that the driver of the vehicle being evaluated can be alerted to energy-saving driving.

[0072] In addition, by implementing the maintenance monitoring shown in FIG. 6, the server 20 can automatically suggest to the driver or manager of the vehicle 10 at an appropriate time to encourage the driver or manager of the vehicle 10 to perform maintenance so as to prevent poor maintenance of the vehicle being monitored. Each of the processing procedures shown in FIG. 3, FIG. 4, FIG. 6, etc. can be realized by executing a prepared program on a computer built in the DTG vehicle-mounted device 11, the server 20, etc.

[0073] Furthermore, the driving evaluation system 100 may output the evaluation results for the driver of the vehicle 10 as report data such as a daily report, a monthly report, or a list of evaluation results for a plurality of drivers.

[0074] Here, the features of the driving evaluation method, driving evaluation system, driving evaluation program, and report data according to the above-described embodiments of the present invention will be briefly summarized and listed in the following [1] to [7]. [1] A driving evaluation method for evaluating the driving situation of a vehicle to be evaluated, comprising: The tire pressure setting value (standard tire pressure value D8r) of the vehicle to be evaluated is acquired (S11). A first appropriate range (appropriate range RE1) representing an appropriate range of engine speed in the evaluation target vehicle is determined based on the set value (S13); Manage performance information including tire pressure and mileage acquired from an unspecified number of vehicles (multiple vehicle performance DB 23 a); A correction value is determined based on the tire pressure and the mileage of the performance information (S14). The first appropriate range is corrected with the correction value to calculate a second appropriate range (appropriate range RE2); A driving evaluation is performed based on a result of comparing the engine speed (data D2) of the vehicle to be evaluated with the second appropriate range (S16, S17). Driving evaluation methods.

[0075] [2] A first storage unit (standard tire pressure storage unit 16) that stores a set value of the tire pressure of the vehicle to be evaluated (standard tire pressure value D8r); a first calculation unit (S13) that calculates an appropriate range of the engine speed as a first appropriate range based on the set value; a second storage unit (a multiple vehicle performance DB 23 a and a tire pressure / mileage table 23 b) that acquires and manages data including at least tire pressure and mileage from an unspecified number of vehicles; a correction value calculation unit (S14) for calculating a correction value based on a tire pressure and a mileage; a second calculation unit (S15) that corrects the first appropriate range (appropriate range RE1) using the correction value to determine a second appropriate range (appropriate range RE2); an evaluation unit (S16, S17) that performs driving evaluation based on a comparison between the engine speed of the evaluation target vehicle and the second appropriate range; A driving evaluation system (100) comprising:

[0076] [3] The second calculation unit reflects at least one of the cargo weight and the road gradient of the evaluation target vehicle in the second appropriate range. S14 The driving evaluation system according to [2] above.

[0077] [4] A vehicle-mounted device (DTG vehicle-mounted device 11) mounted in the vehicle to be evaluated and a management server (server 20) capable of managing a plurality of vehicles via wireless communication; When the evaluation unit (driving evaluation unit 22) on the management server detects a deviation of the engine speed from the second appropriate range, the management server notifies the in-vehicle device of the evaluation target vehicle of the evaluation result (S17, S19). A driving evaluation system according to the above [2] or [3].

[0078] [5] The method further includes a monitoring unit (server 20, S21 to S26) that monitors the effect of changes in tire pressure in the vehicle to be evaluated and notifies the user of the timing of maintenance. The driving evaluation system according to [4] above.

[0079] [6] A driving evaluation program executable by a predetermined computer for evaluating the driving situation of a vehicle to be evaluated, Steps (S01, S11) of acquiring a tire pressure setting value (a tire pressure reference value D8r) of the vehicle to be evaluated; A step (S13) of determining a first optimum range representing an optimum range of engine speed in the evaluation target vehicle based on the set value; A procedure for managing performance information including tire pressure and mileage acquired from an unspecified number of vehicles (S11, a multiple vehicle performance DB 23a, an air pressure / mileage table 23b); A step (S14) of determining a correction value based on the tire pressure and the mileage of the performance information; A step (S15) of calculating a second appropriate range by correcting the first appropriate range with the correction value; A step of performing a driving evaluation based on a result of comparing the engine speed of the vehicle to be evaluated with the second appropriate range (S16, S17); A driving assessment program that includes:

[0080] [7] Report data generated by a driving evaluation system described in any one of [2] to [5] above. [Explanation of symbols]

[0081] 10 Vehicles 11 DTG onboard equipment 12 Air pressure sensor 13 Antenna 14 Weight Sensor 15 GPS receiver 16 Air pressure reference value memory unit 20 Servers 21 Receiving section 22 Driving Evaluation Department 23 Specifications Database 23a Multiple vehicle performance DB 23b Tire Pressure / Mileage Table 24 Transmitter 25 Notification Department 26 Conditional Matching Table 26a Vehicle selection section 26b Cargo weight selection section 26c Road gradient selection section 27 Correction Value List Table 30 Internet Network 31,32 Communication data 35 Wide area communication network 71,72,81,82 Optimum engine RPM 100 Driving Rating System D8 Tire pressure D8r tire pressure standard value RE1,RE2 Appropriate range

Claims

1. A driving evaluation method for evaluating a driving situation of an evaluation target vehicle, comprising: Obtaining a tire pressure setting value of the vehicle to be evaluated; determining a first appropriate range representing an appropriate range of engine speed in the evaluation target vehicle based on the set value; Manage performance information including tire pressure and mileage obtained from an unspecified number of vehicles, determining a correction value based on the tire pressure and the mileage of the performance information; correcting the first appropriate range with the correction value to calculate a second appropriate range; performing a driving evaluation based on a result of comparing the engine speed of the vehicle to be evaluated with the second appropriate range; Driving evaluation methods.

2. a first storage unit that stores a set value of the tire pressure of the vehicle to be evaluated; a first calculation unit that calculates an appropriate range of the engine speed as a first appropriate range based on the set value; a second storage unit that acquires and manages data including at least tire pressure and mileage from an unspecified number of vehicles; a correction value calculation unit that calculates a correction value based on a tire pressure and a mileage; a second calculation unit that corrects the first appropriate range by the correction value to determine a second appropriate range; an evaluation unit that performs driving evaluation based on a comparison between the engine speed of the evaluation target vehicle and the second appropriate range; A driving evaluation system comprising:

3. The second calculation unit reflects at least one of a cargo weight of the evaluation target vehicle and a road gradient in the second appropriate range. The driving evaluation system according to claim 2 .

4. The vehicle-mounted device is mounted on the vehicle to be evaluated, and a management server is capable of managing a plurality of vehicles via wireless communication, When the evaluation unit on the management server detects a deviation of the engine speed from the second appropriate range, the management server notifies an in-vehicle device of the evaluation target vehicle of an evaluation result. The driving evaluation system according to claim 2 or 3.

5. A monitoring unit that monitors the effect of changes in tire air pressure in the vehicle to be evaluated and notifies the vehicle of a maintenance timing. The driving evaluation system according to claim 4.

6. A driving evaluation program executable by a predetermined computer for evaluating a driving situation of a vehicle to be evaluated, obtaining a set value of tire pressure of the vehicle to be evaluated; determining a first appropriate range representing an appropriate range of engine speed in the evaluation target vehicle based on the set value; A procedure for managing performance information including tire pressure and mileage obtained from an unspecified number of vehicles; determining a correction value based on the tire pressure and the mileage of the performance information; correcting the first appropriate range with the correction value to calculate a second appropriate range; performing a driving evaluation based on a result of comparing the engine speed of the evaluation target vehicle with the second appropriate range; A driving assessment program that includes:

7. Outputting the results of the driving evaluation as report data. The driving evaluation method according to claim 1 .

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