IN-VEHICLE APPARATUS

Cross Reference To Related Application

The present application is based on and incorporates herein by reference Japanese Patent Application No. 2008-200007 filed on August 1 , 2008.

Technical Field

The present invention relates to an in-vehicle apparatus to evaluate a driving operation of a subject vehicle.

Background Art [Patent document 1] JP 2002-089349 A (corresponding to US2002/0056314)

[Patent document 2] JP 2002-225593 A [Patent document 3] JP-2007-253727 A [Patent document 4] JP-2007-253864 A [Patent document 5] JP-2007-256158 A [Patent document 6] JP-2007-022505 A

The Kyoto Protocol issue goes into effect; thus, advanced nations are required to achieve the reduction target of the greenhouse gas. In connection, the social concern increases in respect of the global environment problems such as global warming. The contribution to the global environment problem becomes an issue. In such a background, for automobile related makers, the measure or effort regarding the global environment problem is a social mission like the measure regarding the enhancement in the safety of the automobile. In this regard, however, there may be a limit in the improvement of the global environment problem only by corporate efforts of the automobile related makers. Accordingly, it is very important to urge individual drivers to perform a driving operation enabling to suppress the emissions of global warming gases and the consumption of energy (hereafter referred to as an eco-driving). It is also important to raise driving skills for the eco-driving. In addition, performing eco-driving results in improvement in mileage and safe driving operation. Therefore, it is greatly desirable to urge drivers to perform the eco-driving or to raise the driving skills for the eco-d riving.

In order to achieve such a desire, It is necessary to indicate the degree to which eco-driving is performed in the driving operation of each driver. Patent document 1 recites a vehicle driving state evaluation system which calculates the fuel consumption or mileage of the relevant vehicle based on the accelerator manipulation quantity, the rotation speed of the engine, or the torque pattern of the vehicle. The above vehicle driving state evaluation system displays an instant value or average value of the fuel or gas mileage numerically and displays a marginal driving force in a bar graph form.

In addition, Patent document 2 describes an apparatus to display an average fuel mileage, instant fuel mileage, usual fuel mileage, and past maximum mileage of a vehicle. Patent document 3 describes an apparatus to classify the acceleration of the hybrid vehicle into four zones such as deceleration zone, low acceleration zone, middle acceleration zone, and high acceleration zone while displaying the travel efficiency or instant mileage in each of the four zones.

In addition, Patent document 4 describes a fuel mileage display apparatus mounted in a hybrid vehicle. In the fuel mileage display apparatus, when the hybrid vehicle runs using the engine, an instant fuel mileage is displayed, whereas, when the hybrid vehicle runs using the motor, a message to that effect is displayed.

In addition, Patent document 5 describes a fuel mileage display apparatus to indicate the instant fuel mileage and average fuel mileage of the vehicle using the tone or brightness of images displayed in the liquid crystal display. The above mentioned system or apparatus in Patent documents 1 to 5 are to display information on fuel mileage or fuel consumption of the engine. The user is thereby able to recognize the degree to which the eco-driving (hereafter called as an eco-driving degree) can be performed in the aspect of how much the consumption of the fuel by the engine is. In contrast, the evaluation of such eco-driving degree can be made in various aspects other than the fuel consumption, such as whether the accelerator opening is suitable, how much the air-conditioner is used, whether the subject vehicle travels along an optimum route to the destination. In this regard, however, when any system or apparatus in Patent document 1 to 5 is used, it is not easy to recognize the eco-driving degree in another aspect other than the fuel consumption. In contrast, Patent document 6 describes a driving operation status display apparatus to score the driving operation based on the acceleration of the vehicle. The preceding apparatus gives a demerit mark when sudden acceleration or sudden deceleration is executed. Scoring the driving operation is thus executed and the scored result is displayed along with the fuel consumption amount and fuel mileage. By using the driving operation status display apparatus in Patent document 6, the user can understand the eco-driving degree in the aspect of whether the vehicle ran without executing the unnecessary acceleration, and in the aspect of whether the fuel consumption of the engine is suppressed, respectively. However, the above driving operation status display apparatus displays only respective determination results in view of the above mentioned two aspects. Accordingly, it is difficult for a user to comprehensively determine the eco-driving degree only based on the determination results. It is not easy for the user to understand promptly the appropriate determination result regarding the eco-driving degree.

Disclosure of the Invention

The present invention is made so as to solve the above problem. It is an object to provide an in-vehicle apparatus enabling a user to promptly recognize an appropriate determination result about the degree to which eco-driving is executed. As another example of the present invention, an in-vehicle apparatus is provided in a vehicle for determining an eco-driving degree to which an eco-driving is executed in the vehicle, the eco-driving being defined as a driving operation under at least one of (i) a state where an emission of exhaust gas is suppressed and (ii) a state where an energy consumption is suppressed. The in-vehicle apparatus comprises: (i) a determination section configured to execute an eco-driving determination, which determines an eco-driving degree to which the eco-driving is executed in each of several different aspects, to thereby provide a determination result; and (ii) an eco- driving level designation section configured to designate an eco-driving level, which is a comprehensive evaluation result regarding the eco-driving degree, based on the determination results in the several different aspects provided by the determination section.

Brief Description of the Drawings ,

The above and other objects, features, and advantages of the present invention will become more apparent from the following detailed description made with reference to the accompanying drawings. In the drawings:

FIG. 1 is a block diagram of a navigation apparatus and other apparatuses which are connected with the navigation apparatus via an in-vehicle LAN; FIG. 2 is a block diagram showing a configuration of the navigation apparatus;

FIG. 3 is a diagram for explaining an environmental driving operation diagnosis window;

FIG. 4 is a flowchart for explaining a first eco-driving level designation process; and

FIG. 5 is a flowchart for explaining a second eco-driving level designation process.

Best Modes for Carrying Out the Invention Embodiments according to the present invention will be explained with reference to drawings. In addition, the embodiments of the present invention can be modified in various manners within a technical scope of the present invention without being limited to the following embodiments. (First Embodiment) The following describes a first embodiment of the present invention.

[Explanation of Configuration]

A navigation apparatus 10 according to a first embodiment of the present invention is mounted in a subject vehicle and has a function to designate an eco-driving level. First, an eco-driving can be defined as a driving operation under the state where the emission of the exhaust gas is suppressed or the state where the energy consumption is suppressed. Second, an eco-driving level signifies a degree to which the eco-driving is performed. FIG. 1 is a block diagram illustrating an overall configuration of the navigation apparatus 10 and apparatuses connected to the navigation apparatus 10. The navigation apparatus 10 is electrically coupled with an engine ECU (Electronic Control Unit) 20, a vehicle speed detection apparatus 30, an automatic transmission control apparatus 40, and an air-conditioner ECU 50, via an in- vehicle LAN (Local Area Network) 60. The engine ECU 20 is for controlling the engine of the subject vehicle. The engine ECU 20 transmits a engine rotation value, accelerator opening degree, fuel injection quantity, etc. to the navigation apparatus 10 in a cycle of 100 ms via the in-vehicle LAN 60.

The vehicle speed detection apparatus 30 measures the vehicle speed of the subject vehicle based on the vehicle speed pulse and transmits the measured speed to the navigation apparatus 10 via the in-vehicle LAN 60. The automatic transmission control apparatus 40 controls the automatic transmission provided in the subject vehicle. The automatic transmission control apparatus 40 transmits the position of the select lever, the ON/OFF state of the power mode, or the ON/OFF state of the sport mode, to the navigation apparatus 10 via the in-vehicle LAN 60. More specifically, the power mode and the sport mode are for running or driving in the state where the torque of the subject vehicle is increased. In the power mode ON state or the sport mode ON state, the automatic transmission selects the lower gear preferentially. The ON/OFF state in the power mode or sport mode is set up by the user's operation.

The air-conditioner ECU 50 is for air-conditioning the subject vehicle. The air-conditioner ECU 50 transmits the ON/OFF state of the compressor for air- conditioning to the navigation apparatus 10 via the in-vehicle LAN 60.

In addition, FIG. 2 is a block diagram illustrating a detailed configuration of the navigation apparatus 10. The navigation apparatus 10 includes an operation section 11 , a display section 12, an audio output section 13, a storage section 14, a map data input section 15, an external communication section 16, a controller 17, a position detection section 18, and an in-vehicle LAN communication section 19.

The operation section 11 is for receiving the various instructions from a user. For instance, it includes mechanical key switches and/or touch-sensitive switches. The display section 12 is for executing the various displays. For instance, it includes an LCD (Liquid Crystal Display), and an organic electroluminescence. The audio output section 13 is for outputting sounds based on signals inputted from the controller 17. The storage ^' section 14 includes a device (for example, HDD) which does not need record holding operation. For instance, it can store the variety of information. In addition, the storage section 14 stores information which can designate a model, and a destination for shipment (i.e., target use area), of the subject vehicle.

The map data input section 15 is for inputting the various data of map data or facility retrieval data. The map data are used when executing a route guidance etc., while the facility retrieval data are used when retrieving a predetermined facility, etc. Those data are stored in a storage medium such as CD-ROM or DVD-ROM due to the _^ requirement of the large data volume.

The external communication section 16 acquires traffic information such as accident information or congestion information from a traffic information center such as VICS (Vehicle Information and Communication System) via a light beacon, a radio wave beacon, etc. provided in road sides. In addition, the traffic information transmitted via the FM multiplex broadcast is also acquired.

The controller 17 includes a known microcomputer having a CPU, ROM, RAM, I/O, and a bus line connecting the foregoing components or the like. The controller 17 is for controlling the navigation apparatus 10 according to a program stored in the ROM. In addition, the controller 17 receives an input of information, which designates a driver, via the operation section 11.

The position detection section 18 includes the following sensors or the like: a GPS receiver 18a, which receives via a GPS antenna (not shown) electric waves from satellites for GPS (Global Positioning System) and is used for detecting a position, orientation, or speed of the vehicle; a gyroscope 18b which detects rotational movement exerted over the vehicle; and a distance sensor 18c which detects a travel distance of the subject vehicle. The individual sensors or the like 18a to 18c have different types of detection errors from each other; therefore, they are used to complement each other. The in-vehicle LAN communication section 19 is for transmitting and receiving the various information via the in-vehicle LAN 60. The in-vehicle LAN communication section 19 notifies the controller 17 of an anomaly occurring in the in- vehicle LAN 60 when it is detected. [Explanation of Operation] Next, an operation of the navigation apparatus 10 according to the first embodiment is explained below.

(1) Environmental Driving Operation Diagnosis Window First, the following explains an environmental driving operation diagnosis window, which is displayed in the display section 12. FIG. 3 illustrates an example of an environmental driving operation diagnosis window 100 which displays an eco-driving level etc. As explained above, an eco-driving can be defined as a driving operation under the state where the emission of the exhaust gas is suppressed or under the state where the energy consumption is suppressed. In contrast, an eco-driving level can be defined as being a comprehensive determination or evaluation result about a degree to which the eco-driving is performed. The environmental driving operation diagnosis window 100 includes the following display regions: (i) an eco-driving level display region 110 relative to a target determination period, (ii) an eco-driving level display region 120 relative to one trip, (iii) a fuel mileage display region 130, (iv) an eco-point display region 140, (v) an eco-rank display region 150, and (vi) an eco-driving advice display region 160.

First, the eco-driving level display region 110 relative to the target determination period is explained. The navigation apparatus 10 designates an eco- driving level as one of 0 to 12 levels with respect to a first target determination period. , The first target determination period signifies a period up to a present time point from the time point one minute before the present time point. The first target determination period repeatedly takes place with each one minute interval after the start up of a first eco-driving level designation process, which is explained later. Hereafter, the eco- driving level relative to the first target determination period may be referred to as a one- minute eco-driving level. The eco-driving level display region 110 of the target determination period is for displaying the one-minute eco-driving level. The eco- driving level display region 110 of the target determination period displays the one- minute eco-driving level in a bar graph form.

In contrast, the eco-driving level display region 120 relative to one trip is for displaying an eco-driving level in one trip. The one trip signifies a period from the start-up of the driving operation of the subject vehicle or the time point when a driver is changed to the most recent end time point of the first target determination period concerning the one-minute eco-driving level. Thus, the eco-driving level in one trip may be referred to as a one-trip eco-driving level. The one-trip eco-driving level display region 120 displays a one-trip eco-driving level as one of 0 to 12 levels in a bar graph form.

Next, the fuel mileage display region 130 is explained. The navigation apparatus 10 designates a fuel mileage (i.e., a travel distance per one litter fuel) relative to a period to a present time point from the time point one minute before the present time point. The designation of the fuel mileage is repeatedly executed with each one minute interval after the start-up of the driving operation of the subject vehicle. The fuel mileage display region 130 is for displaying the fuel mileage relative to such a one minute period designated most recently.

In addition, the eco-point display region 140 is for displaying an eco-point given according to the one-trip eco-driving level. Further, the eco-rank display region 150 is for displaying an eco-rank given according to the eco-point. More specifically, the eco-rank includes three statuses of gold, silver, and blue. The gold rank is the highest (best) status while the blue rank is the lowest (worst) status. In addition, each of the three ranks includes three levels of 1 to 3 while the level 3 is the highest level and the level 1 is the lowest level.

In addition, the eco-driving advice display region 160 is for displaying a driving operation advice for the user to raise the eco-driving level. (2) First Eco-Driving Level Designation Process Next, the following explains a first eco-driving level designation process, in which the navigation apparatus 10 designates an eco-driving level and displays the designated eco-driving level. The present process is started after the following steps are completed: the driver is designated by the navigation apparatus 10 while the operation for starting the driving of the subject vehicle is made; and the navigation apparatus 10 designates a recommended route to the destination set up by the user. For instance, the navigation apparatus 10 may designate the driver based on user information transmitted from a portable apparatus in a smart entry system. In addition, when receiving a predetermined manipulation via the operation section 11 after the present process is started, the navigation apparatus 10 displays the environmental driving operation diagnosis window 100 containing a one-minute eco-driving level and a one-trip eco-driving, respectively, in the display section 12, as illustrated in FIG. 3.

In S205, the controller 17 of the navigation apparatus 10 initializes the one- minute eco-driving level and the one-trip eco-driving level, and advances the processing to S210. In such initialized state, the eco-driving levels of level zero (0) are indicated in the display region 110 relative to the target determination period and the one-trip eco-driving level display region 120 in the environmental driving operation diagnosis window 100.

In S210, the controller 17 determines whether information for designating another driver is inputted via the operation section 11. When the information for designating another driver is inputted (S210: Yes), the controller 17 determines that the driver is changed and advances the processing to S205. When the information for designating another driver is not inputted (S210: No), the controller 17 determines that the driver is not changed and advances the processing to S215.

In S215, the controller 17 determines whether the driving operation is completed. When the driving operation of the subject vehicle is completed (S215: Yes), the controller 17 ends the present process. When the driving operation of the subject vehicle is not completed (S215: No), the controller 17 advances the processing to S220. In S220, the controller 17 determines whether one minute has passed from an origin point. Such origin point may be defined as a time point when the above initialization of the eco-driving level is executed in S205, or as a time point when determining that one minute passed in the previous S220. When it is determined that one minute has passed (S220: Yes), the controller 17 advances the processing to S225. When it is determined that one minute has not passed from the origin point

(S220: No), the controller 17 advances the processing to S210. The time point when it is determined that one minute has passed from the origin point in S220 may be referred to as a determination timing.

In S215, the controller 17 determines whether the subject vehicle is during an idling state. In detail, the controller 17 determines that the subject vehicle is during the idling state when determining that the speed of the subject vehicle continues being 0 km/h for a predetermined period based on a history of speeds received from the vehicle speed detection apparatus 30. When it is determined that the vehicle is during the idling state (S225: Yes), the controller 17 advances the processing to S230. When it is determined that the vehicle is not during the idling state (S225: No), the controller 17 advances the processing to S245. The controller 17 may determine that the subject vehicle is during the idling state when determining that the select lever of the automatic transmission continues being at the position of the neutral or the parking for a predetermined period based on a history of positions of the select lever received from the automatic transmission control apparatus 40.

In S230, the controller 17 designates the one-minute eco-driving level as zero (0), and advances the processing to S235. In S235, the controller 17 designates the one-trip eco-driving level, and advances the processing to S210. The specific method of designating the eco-driving level is mentioned later. In S240, when the environmental driving operation diagnosis window 100 is displayed in the display section 12, the controller 17 simultaneously updates the target determination period eco-driving level display region 110 and the one-trip eco-driving level display region 120 based on the one-minute eco-driving level designated in S230 and the one-trip eco-driving level designated in S235. The controller 17 then advances the processing to S245.

In S245 entered when the subject vehicle is not during the idling state, the controller 17 determines whether an anomaly arises in the in-vehicle LAN 60 or any one of the engine ECU 20, the vehicle speed detection apparatus 30, the automatic transmission control apparatus 40, and the air-conditioner ECU 50 in a first target determination period. The first target determination period is defined as starting with the time point when the eco-driving is initialized in S205 or the time point when it is determined in previous S220 that one minute has passed and ending with the time point when it is determined that one minute has passed in S220 (most recently taking place). In other words, the first target determination period has a one minute period, and initially starts when the eco-driving level is initialized in S205 and thereafter repeatedly takes place with one minute interval while having an origin point at the time point when it is determined that one minute has passed in S220. In detail, the controller 17 supposes that the anomaly occurs in the in-vehicle LAN 60 when detecting the anomaly arising in the in-vehicle LAN 60 via the in-vehicle LAN communication section 19 during the above first target determination period. In addition, the controller 17 supposes that the anomaly occurs in any one of the above apparatuses when receiving the report of the anomaly occurring from the relevant apparatus during the first target determination period. When it is determined that the anomaly does not occur in the in-vehicle LAN 60 or the like during the first target determination period (S245: No), the controller 17 advances processing to S250. When it is determined that the anomaly occurs in the in-vehicle LAN 60 or the like during the first target determination period (S245: Yes), the controller 17 advances processing to S210. In S250, the controller 17 designates the one-minute eco-driving level and the one-trip eco-driving, and advances the processing to S255. The specific methods of designating those eco-driving levels are mentioned later.

In S255, when the environmental driving operation diagnosis window 100 is displayed in the display section 12, the controller 17 simultaneously updates the target determination period eco-driving level display region 110 and the one-trip eco-driving level display region 120 based on the one-minute eco-driving level designated in S250 and the one-trip eco-driving level designated also in S250. The controller 17 then advances the processing to S210.

(3) Processing for Designating Eco-driving Level The following explains the processing for designating the one-trip eco-driving level and the eco-driving level in the first target determination period mentioned above in S235, S250 of the first eco-driving level designation process. More specifically, one trip is defined as a period starting with an origin point when the eco-driving is initialized in S205 and ends with an end time point of the first target determination period related with the one-minute eco-driving level. That is, the one trip signifies the period from when the predetermined driver starts the driving operation to when the determination timing of the one-minute eco-driving level comes. The controller 17 of the navigation apparatus 10 executes six eco-driving determinations of (a) accelerator opening determination, (b) suitable gear use determination, (c) air-conditioner use determination, (d) accelerator-off use determination, (e) travel speed observance determination, and (f) eco-route use determination. The eco-driving level is designated based on the determination results of each of the eco-driving determinations. First, the specific contents of such eco-driving determination are explained.

(a) Accelerator opening determination

The present accelerator opening determination is for designating the degree to which the eco-driving has been executed in the aspect whether the accelerator opening is suitable. After the start up of the driving operation, the navigation apparatus 10 receives the accelerator opening from the engine ECU 20 in a cycle of 100 ms while receiving the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms.

The controller 17 calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). In addition, the controller 17 considers the accelerator opening as being proper when the accelerator opening is equal to or less than a predetermined value. The controller 17 then calculates (i) the travel distance under the proper accelerator opening in the one trip and (ii) the travel distance under the proper accelerator opening in the first target determination period, based on the history of the received speed and the history of the received accelerator opening.

The controller 17 considers the degree to which the travel under the proper accelerator opening is executed in each of the one trip and the first target determination period as a determination result of the accelerator opening determination. In detail, the controller 17 designates the determination result (ACCP (one trip)) of the accelerator opening determination about the one trip, and the determination result (ACCP (first target determination period)) of the accelerator opening determination about the first target determination period as follows. ACCP(one trip) = (Travel distance under proper accelerator opening in one trip)/(Travel distance in one trip) x100

ACCP(first target determination period) = (Travel distance under proper accelerator opening in first target determination period)/(Travel distance in first target determination period) x100 (b) Suitable Gear Use Determination

The present suitable gear use determination is for designating the degree to which the eco-driving has been executed in the aspect whether the operation of the automatic transmission is suitable. After the start up of the driving operation, the navigation apparatus 10 receives the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms while receiving the ON/OFF states in the power mode and sport mode from the automatic transmission control apparatus 40 in a cycle of 100 ms.

The controller 17 determines that the gear use is suitable when the power mode and sport mode are in the OFF state while determining that the gear use is unsuitable except the above case. The controller 17 then calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). In addition, the controller 17 calculates the travel distance under the state of the gear use being suitable in the one trip, and the travel distance under the state of the gear use being suitable in the first target determination period, based on the history of the received speed, and the history of the ON/OFF states such as the power mode.

The controller 17 considers the degree to which the travel under the suitable gear use is executed in each of the one trip and the first target determination period as a determination result of the suitable gear use determination. In detail, the controller 17 designates the determination result (GEAR (one trip)) of the suitable gear use determination about the one trip, and the determination result (GEAR (first target determination period)) of the suitable gear use determination about the first target determination period as follows.

GEAR(one trip) = (Travel distance under suitable gear use in one trip)/(Travel distance in one trip) x100

GEΞAR(first target determinatipn period) = (Travel distance under suitable gear use in first target determination period)/(Travel distance in first target determination period) x100 (c) Air-conditioner Use Determination

The present air-conditioner use determination is for designating the degree to which the eco-driving has been executed in the aspect how much the air-conditioner is used. After the start up of the driving operation, the navigation apparatus 10 receives the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms while receiving the ON/OFF states of the compressor for air-conditioning from the air- conditioner ECU 50 in a cycle of 100 ms.

The controller 17 calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). In addition, the controller 17 calculates the travel distance under the OFF state of the compressor in the one trip, and the travel distance under the OFF state of the compressor in the first target determination period, based on the history of the received speed, and the history of the ON/OFF states of the compressor. The controller 17 considers the degree to which the travel under the OFF state of the compressor is executed in each of the one trip and the first target determination period as a determination result of the air-conditioner use determination. In detail, the controller 17 designates the determination result (AIRC (one trip)) of the air-conditioner use determination about the one trip, and the determination result (AIRC (first target determination period)) of the air-conditioner use determination about the first target determination period as follows.

AIRC(one trip) = (Travel distance under OFF state of compressor in one trip)/(Travel distance in one trip) x100

AIRC(first target determination period) = (Travel distance under OFF state of compressor in first target determination period)/(Travel distance in first target determination period) x100

(d) Accelerator-off Use Determination

The present accelerator-off use determination is for designating the degree to which the eco-driving has been executed in the aspect of the degree to which the travel under the fuel injection amount being zero is executed. After the start up of the driving opeation, the navigation apparatus 10 receives the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms while receiving the engine rotation number, accelerator opening degree, fuel injection amount from the engine ECU 20 in a cycle of 100 ms.

The controller 17 determines the accelerator-off state when the following three conditions are satisfied: (i) the engine speed value not less than 1000 rpm, (ii) the accelerator opening degree less than 0.5%, and (iii) the fuel injection amount 0 ml. The controller 17 calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). The controller 17 then calculates (i) the travel distance under the accelerator-off state in the one trip and (ii) the travel distance under the accelerator- off state in the first target determination period, based on the history of the received speed and the history of the received engine rotation number, accelerator opening degree, and fuel injection amount.

The controller 17 considers the degree to which the travel under the accelerator-off state is executed in each of the one trip and the first target determination period as a determination result of the accelerator-off use determination. In detail, the controller 17 designates the determination result (ACOFF (one trip)) of the accelerator- off use determination about the one trip, and the determination result (ACOFF (first target determination period)) of the accelerator-off use determination about the first target determination period as follows.

ACOFF(one trip) = (Travel distance under accelerator-off state in one trip)/(Travel distance in one trip) x500

ACOFF(first target determination period) = (Travel distance under accelerator-off state in first target determination period)/(Travel distance in first target determination period) x500

(e) Travel Speed Observance Determination The present travel speed observance determination is for designating the degree to which the eco-driving has been executed in the aspect whether the travel speed is suitable. The navigation apparatus 10 receives the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms after the start up.

The controller 17 calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). The controller 17 then calculates (i) the travel distance under less than 112 kilometers per hour (KMPH) in the one trip and (ii) the travel distance under less than 112 kilometers per hour in the first target determination period, based on the history of the received speed.

The controller 17 considers the degree to which the travel under less than 112 kilometers per hour is executed in each of the one trip and the first target determination period as a determination result of the travel speed observance determination. In detail, the controller 17 designates the determination result (SP (one trip)) of the travel speed observance determination about the one trip, and the determination result (SP (first target determination period)) of the travel speed observance determination about the first target determination period as follows.

SP(one trip) = (Travel distance under less than 112 kilometers per hour in one trip)/(Travel distance in one trip) x100

SP(first target determination period) = (Travel distance under less than 112 kilometers per hour in first target determination period)/(Travel distance in first target determination period) x100

(f) Eco-route Use Determination The present eco-route use determination is for designating the degree to which the eco-driving has been executed in the aspect whether the route up to a destination is suitable. The navigation apparatus 10 receives the speed from the vehicle speed detection apparatus 30 in a cycle of 100 ms after the start up.

When the controller 17 receives the vehicle speed in a cycle of 100 ms, the controller 17 designates the present position of the subject vehicle using the map data inputted from the map data input section 15 and the position detection section 18. Furthermore, the controller 17 determines whether the designated present position of the subject vehicle is on the recommended route to the destination. When it is determined that the present position is on the recommended route, the controller 17 supposes that the subject vehicle runs on the recommended route during the above 100ms. The controller 17 calculates (i) the travel distance of the subject vehicle relative to one trip and (ii) the travel distance of the subject vehicle relative to the first target determination period, based on the history of the received speed (i.e., the history of the received speed values). The controller 17 calculates the travel distance on the recommended route in the one trip, and the travel distance on the recommended route in the first target determination period, based on the history of the received speed and the history of the determination result of whether the present position of the subject vehicle is on the recommended route. The controller 17 considers the degree to which the travel on the recommended route is executed in each of the one trip and, the first target determination period as a determination result of the eco-route use determination. In detail, the controller 17 designates the determination result (ECORT (one trip)) of the eco-route use determination about the one trip, and the determination result (ECORT (first target determination period)) of the eco-route use determination about the first target determination period as follows.

ECORT (one trip) = (Travel distance on recommended route in one trip)/(Travel distance in one trip) x100

ECORT (first target determination period) = (Travel distance on recommended route in first target determination period)/(Travel distance in first target determination period) x100

Next, the following explains the process for designating the eco-driving level in each of the one trip and the first target determination period. The controller 17 executes weighting with respect to the respective determination results (a) to (f) using the following numerical values.

(a) Accelerator opening determination ... Five (5)

(b) Suitable gear use determination ... Four (4)

(c) Air-conditioner Use Determination ... Five (5)

(d) Accelerator-off use determination ... One (1) (e) Travel speed observance determination ... Two (2)

(f) Eco-route Use Determination ... One (1)

More specifically, the numerical values used for executing the weighting stored in the storage section 14. The controller 17 refers to the information, which can designate the model of the subject vehicle and the destination for shipment (i.e., target use area of the subject vehicle), stored in the storage section 14, and reads out numerals corresponding to the model and destination from the storage section 14 and executes the weighting using the read numerals.

The one-trip eco-driving level (ECO (one trip)) is calculated as follows.

ECO (One trip) = [ACCP(One trip) x(5/18) + GEAR(one trip) x (4/18) + AIRC(one trip) x (5/18) + ACOFF(one trip) x (1/18) + SP(one trip) x (2/18) + ECORT(one trip) x (1/18)] x 12/6

The controller 17 designates one of the levels 0 to 12 according to the calculated ECO (one trip) and regards the designated level as being ECO (one trip). In addition, the eco-driving level in the first target determination period

(ECO (first target determination period)) is calculated as follows.

ECO (First target determination period) = [ACCP(First target determination period) x (5/18) + GEAR (First target determination period) x (4/18) + AIRC(First target determination period) x(5/18) + ACOFF(First target determination period) x (1/18) + SP(First target determination period) x (2/18) + ECORT(First target determination period) x(1/18)] x 12/6

Furthermore, the controller 17 designates a vehicle stop perioid for which the subject vehicle is stopped in the first target determination period based on the history of the speed received from the vehicle speed detection apparatus 30. The controller 17 calculates a travel time by subtracting the vehicle stop period from one minute which corresponds to the first target determination period and designates the eco-driving level in the first target determination period as follows.

ECO(First target determination period) = ECO (First target determination period) x travel time / 1 minute Further, the vehicle stop time period in the first target determination period may be referred to as an abnormal period.

The controller 17 designates one of the levels O to 12 according to the calculated ECO (first target determination period) and regards the designated level as being ECO (first target determination period). Needless to say, the controller 17 may execute an eco-driving determination which is different from the eco-driving determination of each of (a) to (f) mentioned above. The result of such an eco-driving determination may be used for designating the eco-driving determination. In addition, when using the determination result of the different eco-driving determination, each determination result may be weighted using the different numerical value according to the contents of such eco-driving determination. [Effect]

In the first embodiment, the navigation apparatus 10 designates the eco- driving level which is the comprehensive determination result or evaluation result about the degree to which the eco-driving is executed, based on the determination results of several eco-driving determinations (S235, S250). The navigation apparatus 10 therefore enables the user to promptly recognize an appropriate determination result about the degree to which eco-driving is executed.

In addition, the navigation apparatus 10 refers to the information allowing the designation of the model of the subject vehicle and the shipment destination (i.e., target use area) of the subject vehicle in the storage section 14. The navigation apparatus 10 weights the determination results of the respective eco-driving determinations using the numerical values according to the model and the destination of the subject vehicle. Therefore, the navigation apparatus 10 can designate the suitable eco-driving level according to the specifications of the subject vehicle, such as the model number, etc.

In addition, the navigation apparatus 10 designates and displays the eco- driving level (one-minute eco-driving level) about the driving operation for the one minute each time one minute passes (S250, S255). Therefore, the user can understand in real time the eco-driving level about the driving operation executed presently in the subject vehicle.

In addition, while designating the one-minute eco-driving level, the navigation apparatus 10 designates the one-trip eco-driving level about the driving operation in the one trip corresponding to the period starting with the origin point when the initialization of the eco-driving level is executed in S205 or when the driver of the subject vehicle is changed. The one-minute eco-driving level and one-trip eco-driving are displayed in parallel in the display section 12 (S255). Accordingly, the user can understand instantaneously the one-minute eco-driving level about the driving operation in one minute, and the one-trip eco-driving level about the driving operation executed in the one trip and compare those eco-driving levels with each other easily. Thereby, the user can compare easily the eco-driving level about the driving operation executed presently with the eco-driving level about the driving operation which lasts up to now from the operation start or the change of the driver.

In addition, when the navigation apparatus 10 newly designates the one- minute eco-driving level and the one-trip eco-driving level, it updates the display window of those eco-driving levels simultaneously (S250). Therefore, the navigation apparatus 10 can update the display of the one-minute eco-driving level and display of the one-trip eco-driving level, respectively, visually well.

In addition, when the driver is changed (S210: Yes), the navigation apparatus 10 initializes the one-minute eco-driving level and the one-trip eco-driving level (S205). Designation of those eco-driving levels is newly started. Thereby the navigation apparatus 10 can designate and display the eco-driving level for every driver.

In addition, when under the idling state of the subject vehicle the eco-driving level is designated by the same usual method, the eco-driving level may be unable to be designated appropriately. Then, when the subject vehicle is during the idling state at the determination timing (S255: Yes), the navigation apparatus 10 designates the one-minute eco-driving level as zero (0) (S230). Thereby the navigation apparatus 10 can prevent displaying the unsuitable eco-driving level, for instance, when the subject vehicle is in the idling state. In addition, the user may be warned so as to help prevent the idling etc. being executed more than necessary.

In addition, the navigation apparatus 10 designates the one-minute eco- driving level and one-trip eco-driving (S250) only when the anomaly does not occur in the in-vehicle LAN 60 or an apparatus connected to the in-vehicle LAN 60, in the first target determination period (period concerning the one-minute eco-driving level) (S245: Yes). Thereby the navigation apparatus 10 can prevent the eco-driving level being inappropriately designated.

In addition, when the vehicle stop period for which the subject vehicle stops is contained in the first target determination period, the navigation apparatus 10 designates the one-minute eco-driving level in consideration of the stop time of the subject vehicle. Thereby the navigation apparatus 10 can designate the eco-driving level relative to one minute more appropriately. (Second Embodiment)

The following describes a second embodiment of the present invention. [Explanation of Configuration] The second embodiment adopts the same navigation apparatus 10 as that in the first embodiment. In addition, also in the second embodiment, the navigation apparatus 10 is connected with the same apparatuses as in the first embodiment via the in-vehicle LAN 60. Therefore, the following omits the explanation about the configuration of the navigation apparatus 10 and the apparatuses connected to the navigation apparatus 10 and the explanation about the detailed configuration of the navigation apparatus 10.

[Explanation of Operation]

Next, the following explains an operation of the navigation apparatus 10 according to the second embodiment. (1) Environmental Driving Operation Diagnosis Window

The navigation apparatus 10 according to the second embodiment uses the same environmental driving operation diagnosis window as that of the first embodiment. However, the method for designating the eco-driving level is partially different from that of the first embodiment.

In the first embodiment, the navigation apparatus 10 designates, with one minute intervals, the eco-driving level about the period from one minute ago to the present time point. In contrast, the navigation apparatus 10 according to the second embodiment designates the eco-driving level about the period (hereafter indicated also as a second target determination period) which corresponds to the period for the subject vehicle to travel one kilometer up to the present position as any one of 0 to 12 levels. Hereafter, the eco-driving level relative to the second target determination period is also referred to as a one-kilometer eco-driving level.

Accordingly, in the second embodiment, the eco-driving level display region 110 of the target determination period is used as a region for displaying the one- kilometer eco-driving level. In the second embodiment, the eco-driving level display region 110 of the target determination period displays the one-kilometer eco-driving level in a bar graph form.

(2) Second Eco-Driving Level Designation Process Next, the following explains a second eco-driving level designation process, in which the navigation apparatus 10 according to the second embodiment designates an eco-driving level and displays the designated eco-driving level. The present process is started when a manipulation for starting the driving operation of the subject vehicle is executed. When receiving a predetermined manipulation via the operation section 11 after the present process is started, the navigation apparatus 10 displays the environmental driving operation diagnosis window 100 containing the one-kilometer eco-driving level and the one-trip eco-driving level in the display section 12, respectively, as shown in FIG. 3.

In S305, the controller 17 of the navigation apparatus 10 initializes the one- kilometer eco-driving level and the one-trip eco-driving level, and advances the processing to S310. In the state where those eco-driving levels are initialized, the eco-driving levels of level zero (0) are indicated in the display region 110 relative to the target determination period and the one-trip eco-driving level display region 120 in the environmental driving operation diagnosis window 100. In S310, the controller 17 determines whether to receive the manipulation indicating that the driver is changed via the operation section 11. When receiving the manipulation indicating that the driver is changed (S310: Yes), the controller 17 advances the processing to S305. When not receiving the manipulation indicating that the driver is changed (S310: No), the controller 17 advances the processing to S315.

In S315, the controller 17 determines whether the driving operation is completed. When the driving operation of the subject vehicle is completed (S315: Yes), the controller 17 ends the present process. When the driving operation of the subject vehicle is not completed (S315: No), the controller 17 advances the processing to S320.

In S320, the controller 17 determines whether the subject vehicle traveled one kilometer from the origin point based on the history of the speed received in a cycle of 100 ms from the vehicle speed detection apparatus 30. The origin point corresponds to the position where or when the initialization of the eco-driving level is executed in S305, or it is determined that the subject vehicle has traveled one kilometer in previous S320. When it is determined that the vehicle has traveled one kilometer (S320: Yes), the controller 17 advances the processing to S325. When it is determined that one kilometer has not been traveled from the origin point (S320: No), the controller 17 advances the processing to S310. The time point when it is determined that one kilometer has been traveled from the origin point in S320 may be referred to as a determination timing.

In S325, the controller 17 designates the one-kilometer eco-driving level and the one-trip eco-driving, and advances the processing to S330. The specific methods of designating those eco-driving levels are mentioned later. In S330, the controller 17 determines whether the environmental driving operation diagnosis window 100 is displayed in the display section 12. When the environmental driving operation diagnosis window 100 is displayed (S330: Yes), the controller 17 advances processing to S335. When the environmental driving operation diagnosis window 100 is not displayed (S330: No), the controller 17 advances processing to S310.

In S335, the controller 17 determines whether the subject vehicle is stopping based on the speed acquired from the vehicle speed detection apparatus 30. When it is determined that the vehicle is stopping (S335: Yes), the controller 17 advances the processing to S340. When it is determined that the vehicle is not stopping (S335: No), the controller 17 advances the processing to S310.

In S340, when the environmental driving operation diagnosis window 100 is displayed in the display section 12, the controller 17 simultaneously updates the target determination period eco-driving level display region 110 and the one-trip eco-driving level display region 120 based on the one-kilometer eco-driving level designated in S325 and the one-trip eco-driving level designated also in S325. The controller 17 then advances the processing to S310.

(3) Processing for Designating Eco-driving Level

The following explains the processing for designating the one-trip eco-driving level and the eco-driving level in the second target determination period mentioned above in S325 of the second eco-driving level designation process. More specifically, one trip is defined as a period starting with an origin point when the eco-driving is initialized in S305 and ends with an end point of the second target determination period related with the one-kilometer eco-driving level. That is, the one trip signifies the period from when the predetermined driver starts the driving operation to when the determination timing of the one-kilometer eco-driving level comes. The controller 17 of the navigation apparatus 10 executes five eco-driving determinations of (a) accelerator opening determination, (b) suitable gear use determination, (c) air-conditioner use determination, (d) accelerator-off use determination, and (e) travel speed observance determination. The eco-driving level is designated based on the determination results of each of the eco-driving determinations.

Those eco-driving determinations (a) to (e) are the same as those (a) to (e) executed for designating the eco-driving level in the first embodiment. In the second embodiment, the same eco-driving determinations (a) to (e) as those in the first embodiment are executed in the second target determination period instead of the first target determination period. As results of those determinations, the following determination results are obtained about the one trip and the second target determination period.

(a) Accelerator opening determination ACCP (one trip), ACCP (second target determination period)

(b) Suitable gear use determination

GEAR (one trip), GEAR (second target determination period)

(c) Air-conditioner use determination

AIRC (one trip), AIRC (second target determination period) (d) Accelerator-off use determination

ACOFF (one trip), ACOFF (second target determination period)

(e) Travel speed observance determination

SP (one trip), SP (second target determination period) The detail contents of the eco-driving determinations (a) to (e) are the same as those in the first embodiment; thus, explanation is omitted.

Next, the following explains the process for designating the eco-driving level in each of the one trip and the second target determination period. The controller 17 executes weighting with respect to the respective determination results (a) to (e) as follows.

(a) Accelerator opening determination ... Five (5)

(b) Suitable gear use determination ... Three (3)

(c) Air-conditioner Use Determination ... Six (6)

(d) Accelerator-off use determination ... Two (2) (e) Travel speed observance determination ... Two (2)

More specifically, the numerical values used for executing the weighting stored in the storage section 14. The controller 17 refers to the information, which can designate the model of the subject vehicle and the destination for shipment (or the target use area), stored in the storage section 14, and reads out numerals corresponding to the model and destination from the storage section 14 and executes the weighting using the read numerals.

The one-trip eco-driving level (ECO (one trip)) is calculated as follows.

ECO (One trip) = [ACCP(One trip) x (5/18) + GEAR(one trip) x (3/18) + AIRC(one trip) x (6/18) + ACOFF(one trip) x (2/18) + SP(one trip) x (2/18)] x12/5 The controller 17 designates one of the levels O to 12 according to the calculated ECO (one trip) and regards the designated level as being ECO (one trip).

In addition, the eco-driving level in the second target determination period (ECO (second target determination period)) is calculated as follows.

ECO(Second target determination period) = [ACCP(Second target determination period) x (5/18) + GEAR(Second target determination period) x (3/18) + AIRC(Second target determination period) x (6/18) + ACOFF(Second target determination period) x (2/18) + SP(Second target determination period) x (2/18)] x 12/5

Furthermore, the controller 17 designates a vehicle stop period for which the subject vehicle is stopped in the second target determination period based on the history of the speed received from the vehicle speed detection apparatus 30. The controller 17 calculates a travel time by subtracting the vehicle stop period from the period required for the elapse of the second target determination period and designates the eco-driving level in the second target determination period as follows.

ECO(Second target determination period) = ECO(Second target determination period) x travel time / Elapse of time required for second target determination period

Further, the vehicle stop period in the first target determination period may be referred to as an abnormal period.

The controller 17 designates one of the levels 0 to 12 according to the calculated ECO (second target determination period) and regards the designated level as being ECO (second target determination period).

Needless to say, the controller 17 may execute an eco-driving determination which is different from the eco-driving determination of each of (a) to (e) mentioned above. The result of such an eco-driving determination may be used for designating the eco-driving determination. In addition, when using the determination result of the different eco-driving determination, each determination result may be weighted using the different numerical value according to the contents of eco-driving determination. [Effect]

In the second embodiment, the navigation apparatus 10 designates and displays the eco-driving level (one-kilometer eco-driving level) about the driving operation for a period required for traveling one kilometer each time the vehicle travels one kilometer (S325, S340). Therefore, the user can understand in real time the eco- driving level about the driving operation executed presently in the subject vehicle each time the vehicle travels one kilometer.

In addition, in case where the navigation apparatus 10 newly designates the one-kilometer eco-driving level and the one-trip eco-driving level, only when the subject vehicle is stopping (S335: Yes), the one-kilometer eco-driving level and one-trip eco- driving are updated (S340). Therefore, the driver can confirm slowly the eco-driving level displayed in the navigation apparatus 10.

(Other Embodiments)

(1) In the first embodiment and the second embodiment, the navigation apparatus designates the model number and the shipment destination (i.e., target use area) of the subject vehicle based on the information stored in the storage section 14, and weights the determination results according to the model number and the shipment destination of the subject vehicle. In this regard, however, the navigation apparatus 10 may obtain information for designating the model number, shipment destination, or in- vehicle components of the subject vehicle from an apparatus connected with the in- vehicle LAN 60 and weighting the determination results based on the model number, shipment destination, or in-vehicle components designated from the obtained information. Such a configuration can also provide the same effect.

(2) In addition, the frequency in use of the air-conditioner is high in summer or winter compared with spring or autumn, for example. Further, when the air-conditioner is not used, the energy consumption or the emission amounts of the exhaust gas in the subject vehicle can be reduced. Such reduction degree is significantly greater in summer or winter that in spring or autumn. Accordingly, it can be said that the action of not using the air-conditioner in summer or winter has the higher importance in the aspect of the eco-driving as compared with in spring or autumn. In other words, the action of not using the air-conditioner in summer or winter can provide an eco-driving improvement degree greater than that in spring or autumn.

To that end, the navigation apparatus 10 may designate the present season using a clock function which designates the present year, month, date, and time, for example. Thereby, according to the designated season, the determination results can be differently weighted. In addition, the navigation apparatus 10 may designate a present weather or air temperature outside or inside of the vehicle. According to the designated weather or temperature, the determination results of the eco-driving determinations may be weighted. Thereby the driver can confirm the eco-driving level more appropriately.

(3) In addition, it can be said that the improvement point for raising the eco- driving level changes based on the respective driving tendencies of the drivers. Then, the navigation apparatus 10 may apply the weighting to the determination result of each eco-driving determination at the time of designating the eco-driving level using the numerical value set up by the operation received from the user via the operation section 11. For instance, the user may increase the weighting relative to the eco- driving determination item much related with the improvement point. Such configuration can enable the weighting to vary based on the driving tendency of the driver. Thereby, the advice about the above improvement point can be executed and the improvement about the eco-driving can be thereby urged strongly.

(4) In addition, the navigation apparatus 10 of the first embodiment and the second embodiment designates the eco-driving level based on the determination result of (e) travel speed observance determination. However, the navigation apparatus 10 can reduce the weighting for the determination result regarding the travel speed observance while the vehicle runs an expressway while enhancing the weighting for the determination result regarding another eco-driving determination item or parameter in designating the eco-driving in the first target determination period or the second target determination period. Thus, according to the travel state of the subject vehicle, the place the subject vehicle runs, etc., the weighting to the determination result of the econ-driving determination in the above target determination period can be temporarily modified. Thereby the eco-driving level in the target determination period can be more appropriately designated.

(5) In addition, in the navigation apparatus 10 of the first embodiment and the second embodiment, for example, while the subject vehicle travels an expressway, the eco-driving level about the first target determination period or the second target determination period can be designated, without taking into consideration the determination result of (e) travel speed observance determination. Thus, according to the travel state of the subject vehicle, the place the subject vehicle runs, etc., the econ- driving determination in the above target determination period related with the designation of the eco-driving level can be temporarily modified. Thereby the eco- driving level in the target determination period can be more appropriately designated.

(6) In addition, the navigation apparatus 10 according to the first embodiment and the second embodiment, the eco-driving level is designated based on the determination result of (b) suitable gear use determination. In (b) suitable gear use determination, when the power mode is in the ON state and the sport mode is in the ON state, it is assumed that the gear use is unsuitable. The ON/OFF state in the power mode and the sport mode is set up by the user's operation. When the power mode and sport mode are set in the OFF state by the user, the navigation apparatus 10 may designate the eco-driving level relative to the first target determination period or the second target determination period without considering the determination result of (b) suitable gear use determination. In addition, for example, when the air-conditioner is in the OFF state, the navigation apparatus 10 may designate the eco-driving level relative to the above target determination period without considering the determination result of (c) air-conditioner use determination. Thus, according to the state of the apparatus related with the eco-driving determination, the navigation apparatus 10 may temporarily modify the econ-driving determination related with the designation of the eco-driving level in the above target determination period. Thereby the eco-driving level in the target determination period can be more appropriately designated.

(7) In the first eco-driving level determination process in the first embodiment, when it is determined that the subject vehicle is during the idling state in S225, the controller 17 of the navigation apparatus 10 sets the one-minute eco-driving level as zero (0). In contrast, it may be detected that the subject vehicle is during the idling state during the processing of S210 to S220, namely, before it is determined that the determination timing passes in S220. In such case, when a predetermined period (for , example, 10 seconds) passes since it is detected that the subject vehicle is during the idling state, the controller 17 may display the eco-driving level about the first target determination period including the time of detecting that the subject vehicle is during the idling state as zero (0) in the display section 12. This can suppress varying of the period from when the subject vehicle enters the idling state to when the one-minute eco-driving level is displayed as zero (0). The one-minute eco-driving level can be thereby displayed as 0, without giving the user the sense of incongruity.

(8) The navigation apparatus 10 according to the first embodiment and the second embodiment amends the eco-driving level in the first target determination period or the second target determination period based on the stopping period of the subject vehicle. Further, the navigation apparatus 10 may amend the eco-driving level in the above target determination period based on, in addition to the stopping period, the period for which an anomaly takes place in the in-vehicle LAN 60 or the period for which an anomaly takes place in the engine ECU 20, the vehicle speed detection apparatus 30, or the automatic transmission control apparatus 40, which is connected with the navigation apparatus 10 via the in-vehicle LAN βO.Thereby the eco-driving level in the target determination period can be more appropriately designated. [Functions] In the first embodiment and the second embodiment, the following is noted.

The navigation apparatus 10 may function as an example of an in-vehicle apparatus. The controller 17 may function as an example of an eco-driving level designation means or section, or an example of a display control means or section. The display section 12 may function as an example of a display means. The operation section 11 may function as an example of a driver change detection means or section. The storage section 14 and the controller 17 may function an example of a weighting means or section, or information designation means or section. The controller 17 and the in- vehicle LAN communication section 19 may function as a diagnosis means or section. The period for which it is determined that the subject vehicle is stopped when the eco- driving level is designated may be referred to as an anomaly period. The one trip may be referred to as a second determination period. The one-trip eco-driving level may be referred to as a second eco-driving level.

Further, in the first embodiment, the following is noted. The controller 17 of the navigation apparatus 10 may function as an example of a timing detection means or section. The controller 17, the map data input section 15, the position detection section 18, and the in-vehicle LAN communication section 19 may function as an example of a determination means or section. The controller 17 and the in-vehicle LAN communication section 19 may function as an anomaly determination means or section. In addition, the first target determination period may be referred to as a first determination period. The one-minute eco-driving level may be referred to as a first eco-driving level. The period of one minute necessary for the first determination period to elapse may be referred to as a first predetermined period. The idling state may be referred to as a predetermined travel state. Further, in the second embodiment, the following is noted. The controller 17 and the in-vehicle LAN communication section 19 may function as an example of a timing detection means or section. The controller 17 and the in-vehicle LAN communication section 19 may function as a determination means or section. In addition, the second target determination period may referred to also as a first determination period. The one-kilometer eco-driving level may be referred to also as a first eco-driving level. The travel distance of one kilometer for the subject vehicle to travel for the second target determination period may be referred to as a predetermined distance.

Each or any combination of processes, steps, or means explained in the above can be achieved as a software section or unit (e.g., subroutine) and/or a hardware section or unit (e.g., circuit or integrated circuit), including or not including a function of a related device; furthermore, the hardware section or unit can be constructed inside of a microcomputer. Furthermore, the software section or unit or any combinations of multiple software sections or units can be included in a software program, which can be contained in a computer-readable storage media or can be downloaded and installed in a computer via a communications network.

Aspects of the disclosure described herein are set out in the following clauses. As an aspect of the disclosure, an in-vehicle apparatus is provided in a vehicle for determining an eco-driving degree to which an eco-driving is executed in the vehicle, the eco-driving being defined as a driving operation under at least one of (i) a state where an emission of exhaust gas is suppressed and (ii) a state where an energy consumption is suppressed. The in-vehicle apparatus comprises: (i) a determination section configured to execute an eco-driving determination, which determines an eco- driving degree to which the eco-driving is executed in each of several different aspects, to thereby provide a determination result; and (ii) an eco-driving level designation section configured to designate an eco-driving level, which is a comprehensive evaluation result regarding the eco-driving degree, based on the determination results in the several different aspects provided by the determination section.

Generally, the degree to which eco-driving is executed can be determined from the various aspects, for instance, whether the fuel consumption of the engine can be suppressed, whether the accelerator opening is suitable, how much the air- conditioner is used, or whether the vehicle runs along an optimal route to a destination. In the above configuration, the several different aspects may thus include, for example, whether the fuel consumption of the engine can be suppressed, whether the accelerator opening is suitable, how much the air-conditioner is used, or whether the vehicle runs along an optimal route to a destination. In such several aspects mentioned above, the determination section determines the degree to which the eco- driving is executed based on the state of the subject vehicle and the travel route of the subject vehicle, etc.

In addition, for instance, even though the consumption of the fuel of the engine is less than an average, there may be a case that the vehicle runs too fast. In such a case, a high evaluation score should not be given in the respect of the eco- driving. In addition, for example, when there are many fellow passengers in the vehicle, or when many loads are loaded in the vehicle, the energy consumed by the travel of the vehicle naturally increases. In such a case, however, when the driving operation is made so as to suppress the unnecessary acceleration, a high evaluation score should be given in the eco-driving. Thus, when the determination about the eco-driving is not comprehensively made from the various aspects, the appropriate determination cannot be effectively executed.

Thus, the in-vehicle apparatus can execute the various processes based on the designated eco-driving level. Therefore, for example, the in-vehicle apparatus outputs the designated eco-driving level to an external apparatus, and the external apparatus displays the eco-driving level. The user can therefore promptly recognize an appropriate determination result about the degree to which the eco-driving is executed.

It is noted that each determination result of the eco-driving determination in each of the several different aspects such as whether the accelerator opening is suitable, how much the air-conditioner is used has a different scale. Accordingly, in order to determine or evaluate comprehensively the degree to which the eco-driving is executed based on the determination results of such eco-driving determinations, it is desirable that each determination result is optimized, for instance, in the respect of the relationship between the several aspects. In addition, it is noted that each aspect concerning each eco-driving determination has a different importance in designating the eco-driving level.

Thus, the following optional aspect may be provided. That is, the in-vehicle apparatus may further include a weighting section configured to respectively weight the determination results in the several different aspects. The eco-driving level designation section may be further configured to designate an eco-driving level, which is a comprehensive evaluation result regarding the eco-driving degree, based on the determination results respectively weighted by the weighting section in the several different aspects provided by the determination section. Thereby, the in-vehicle apparatus comes to enable the user to understand the more suitable determination result about the degree to which the eco-driving is executed. In addition, the importance of the eco-driving determination may differ according to each of the specifications of the vehicle such as a component or a shipment destination (i.e., target use area) of the vehicle. In addition, it may be assumed that the contents of the eco-driving determination change according to the specification of the vehicle. Further, when the contents of the eco-driving determination change, it may be assumed that the above importance is changed. As an optional aspect, the in-vehicle apparatus may further comprise an information designation section configured to designate information on technical specifications of the vehicle. The weighting section may be further configured to respectively weight the determination results in the several aspects based on the designated information on technical specifications of the vehicle.

Here, the information designation section may designate the information about the specifications of the subject vehicle by acquiring the information from the external apparatus connected to in-vehicle apparatus. In addition, the information designation section may designate the information about the specification of the subject vehicle based on the information stored in the storage section provided in the in-vehicle apparatus. Thereby, the in-vehicle apparatus can execute optimal weighting according to the specification of the subject vehicle. The suitable eco-driving level can be designated according to the specifications of the vehicle such as the model number of the vehicle, the shipment destination or target use area of the vehicle, or in-vehicle components, or the like. In addition, the in-vehicle apparatus may make the user understand the eco- driving level as follows.

As an optional aspect, the in-vehicle apparatus may further comprise a display section configured to display information, and a display control section. The display control section may be configured to cause (i) the eco-driving level designation section to designate a first eco-driving level with respect to a first determination period, which takes place after the start up of the driving operation of the vehicle and (ii) the display section to display the first eco-driving level designated by the eco-driving level designation section.

Further, any period after the operation start of the subject vehicle may be, for instance, a period starting when any time point as an origin point comes after the start up of the driving operation and ending when a predetermined period elapses from the origin point. In addition, alternatively, it may be a period starting when any time point as an origin point comes after the start up of the driving operation and ending when a predetermined distance is traveled from the origin point by the vehicle. Thereby, the user can understand the eco-driving level about the driving operation executed in the designated period only by seeing the display section. Therefore, the in-vehicle apparatus can enable the user to understand the eco-driving level appropriately.

In addition, the in-vehicle apparatus may designate the eco-driving level as follows. The in-vehicle apparatus may further comprise a timing detection section configured to detect coming of a determination time point, the determination time point repeatedly coming after the starts up of the driving operation, the determination time point at which the eco-driving level is designated. The display control section may be further configured to define the first determination period as ranging to when the coming of the determination time point is detected presently from when the coming of the determination time point was just previously detected.

Thereby, the in-vehicle apparatus can periodically display the newest eco- driving level about the driving operation presently or dynamically executed in the subject vehicle. Therefore, the user becomes possible to understand in real time the eco-driving level about the driving operation executed presently in the subject vehicle.

More specifically the determination timing may be as follows. As an optional aspect, the above timing detection section may be further configured (i) to designate as an origin point a time point coming after the start up of the driving operation and (ii) to determine a coming of the determination time point each time a first predetermine period repeatedly takes place after the origin point.

Thereby, the user can newly understand the eco-driving level about the driving operation presently executed in the subject vehicle each time the predetermined time, for instance, one minute, elapses. As an optional aspect, the above timing detection section may be further configured to (i) designate as an origin point a time point coming after the start up of the driving operation and (ii) determine a coming of the determination time point each time the vehicle repeatedly travels a predetermined distance after the origin point.

Thereby, the user can newly understand the eco-driving level about the driving operation presently executed in the subject vehicle each time the vehicle travels a predetermined distance.

In addition, the in-vehicle apparatus may display the eco-driving level about the driving operation for the short period and the eco-driving level about the driving operation executed over the long period. Thus the following may be provided as an optional aspect.

That is, the display control section may be further configured to cause (i) the eco-driving level designation section to designate a second eco-driving level with respect to a second determination period, which contains the first determination period, while designating the first eco-driving level with respect to the first determination period and (ii) the display section to display the first eco-driving level and the second eco- driving level designated by the eco-driving level determination section, in parallel with each other.

Thereby, the user can understand the eco-driving level about the driving operation of the subject vehicle for the short period and the eco-driving level about the driving operation of the subject vehicle executed over the long period instantaneously. The comparison between the eco-driving level in the short period and that in the long period can be executed easily. Thereby, the user can compare easily the eco-driving level about the driving operation executed presently with the eco-driving level about the driving operation which lasts up to now from the operation start, for example.

In addition, the in-vehicle apparatus may display a first eco-driving level and a second eco-driving level as follows.

The display control section may be further configured to cause the display section to display simultaneously the first eco-driving level and the second eco-driving level when both the first eco-driving level and the second eco-driving level are designated.

Thereby, the in-vehicle apparatus can update simultaneously the first eco- driving level and the second eco-driving level which are displayed on the display section. The first eco-driving level and the second eco-driving level both of which are displayed on the display section can be updated visually well.

In addition, the in-vehicle apparatus may designate the eco-driving level about the period defined as follows.

The display control section may be further configured to cause (i) the eco- driving level designation section to designate the first eco-driving level with respect to the first determination period, which has an origin point at the start up of the driving operation of the vehicle.

Thereby the user becomes possible to understand the eco-driving level about the driving operation executed up to now after the start of the driving operation of the subject vehicle. In addition, when a driver of the subject vehicle is replaced, the in- vehicle apparatus may designate the eco-driving level as follows.

As an optional aspect, the in-vehicle apparatus may further comprise a driver change detection means configured to detect a change of a driver of the vehicle. Herein, the display control section may be further configured to cause the eco-driving level designation section to newly designate the first eco-driving level with respect to the first determination period, which has an origin point when the change of the driver is detected.

Thereby the in-vehicle apparatus can designate and display the eco-driving level for every driver. Therefore, the user can understand the eco-driving level about the driving operation executed by each of the several drivers.

In addition, the in-vehicle apparatus may designate the eco-driving level at the following timing.

The display control section may be further configured to cause (i) the eco- driving level designation section to designate an eco-driving level, and (ii) the display section to display the eco-driving level designated by the eco-driving level designation section while the vehicle is stopping.

Thereby the driver can confirm the eco-driving level unhurriedly. In addition, when under the idling state of the subject vehicle the eco-driving level is designated by the same usual method, the eco-driving level cannot be designated appropriately. In addition, for example, under the idling state of the subject vehicle, although the subject vehicle stops, the engine continues operating. Such a state seems to be undesirable from the aspect of the eco-driving.

As an optional aspect, the display control section may be further configured to cause the display section to display the first eco-driving level as a lowest level when the vehicle is in a predetermined travel state. Herein, the predetermined travel state may signify that while the engine of the subject vehicle is running, the speed of the subject vehicle becomes zero (0), namely, during the idling state, for example.

Alternatively, it may signify that while the engine of the subject vehicle is running, the position of the select lever of the automatic shift is set to the parking position or neutral position, for instance.

Thereby the in-vehicle apparatus can prevent the unsuitable eco-driving level from being displayed, for example, when the subject vehicle is in the idling state.

In addition, the user may be warned so as to help prevent the idling etc. being executed more than necessary. In addition, after the subject vehicle comes in the predetermined travel state, the period up to the time point when the lowest level is displayed as the first eco-driving level may not be fixed. Such a case may provide the user with the sense of incongruity.

The display control section may be further configured to cause the display section to display the first eco-driving level as the lowest level when a second predetermined period elapses since the vehicle comes in the predetermined travel state.

Under such a configuration, even if the subject vehicle comes in the predetermined travel state, the first eco-driving level can be displayed as the lowest level without providing the user with the sense of incongruity. In addition, when a failure arises in the subject vehicle, the eco-driving level may not be designated appropriately.

As an optional aspect, the in-vehicle apparatus may further comprise an anomaly determination section configured to determine whether the eco-driving level determination section is enabled to designate an eco-driving level appropriately. Only when the anomaly determination section determines that the eco-driving level determination section is enabled to designate the eco-driving level appropriately, the display control section may be further configured to cause the eco-driving level designation section to designate the eco-driving level.

Herein, the anomaly determination section may determine that the eco- driving level cannot be appropriately designated when the failure arises in the subject vehicle. Thereby the in-vehicle apparatus can prevent inappropriately designating the eco-driving level. As an optional aspect, the in-vehicle apparatus may further comprise a diagnosis section configured to determine whether the eco-driving level determination section is enabled to designate an eco-driving level appropriately. Herein, when a determination period relative to the eco-driving level designated by the eco-driving level designation section contains an anomaly period for which the diagnosis section determines that the eco-driving level determination section is disabled to designate the eco-driving level appropriately, the display control section may be further configured to amend the eco-driving level based on the determination period and the anomaly period. Herein, the diagnosis section may determine that the eco-driving level cannot be appropriately designated when the failure arises in the subject vehicle. In addition, when there is a possibility that the suitable eco-driving level cannot be appropriately designated by the same usual method in the predetermined state of the subject vehicle such as the idling state, the diagnosis section can determine that the eco-driving level cannot be appropriately designated.

Thereby the in-vehicle apparatus can designate the eco-driving level more appropriately.

It will be obvious to those skilled in the art that various changes may be made in the above-described embodiments of the present invention. However, the scope of the present invention should be determined by the following claims.