JP5317305B2 - Fuel-saving driving system - Google Patents

Description

  The present invention relates to a fuel-saving driving system for evaluating a driving state of a vehicle and advising a driver on the best driving method when performing fuel-saving driving with, for example, a truck or a bus.

As part of such a fuel-saving driving system, there is a system that controls to run at a constant speed. In such a system, fuel-saving driving is achieved by maintaining the instructed vehicle speed and traveling.
However, when traveling uphill, the vehicle speed decreases at the same shift stage as when traveling on a flat road, so shift down and accelerate the engine speed to the commanded vehicle speed with the engine speed set to a high speed range. There are cases. Such acceleration is useless acceleration and goes against the purpose of fuel-saving driving.

There is also provided a fuel-saving driving support system that calculates the travel distance, acceleration, gear ratio, and vehicle mass from the engine speed, the vehicle speed, and the engine load and shifts up (Patent Document 1).
However, since this prior art (Patent Document 1) does not determine whether or not the vehicle is on an uphill, as described above, an operation with poor fuel consumption is performed on the uphill.

As another conventional technique, in highway driving, a road gradient information database is provided in advance, and the position gradient of the own vehicle obtained from GPS and the road gradient at the position of the own vehicle are identified from the road gradient information data, thereby improving fuel efficiency. A technique for advising a driving method has been proposed (see Patent Document 2).
However, this technique has a problem that it is not possible to advise a driving method with good fuel efficiency unless the road gradient is known in advance.

In addition, the present applicant has already filed an application regarding the technology for creating the road gradient information database as described above (Japanese Patent Application No. 2007-196904).
However, in the prior application (Japanese Patent Application No. 2007-196904), the road gradient information database is constructed for “downhill”, “downhill before”, and “others”, and “downhill”, “ Since “uphill” and “others” are performed, no special consideration is given to “uphill”. For this reason, when traveling on an “uphill”, it is not possible to construct a database on “uphill”, and there is no function for providing effective advice for fuel saving regarding the “uphill” traveling.

JP 2006-103393 A JP 2007-156704 A

  The present invention has been proposed in view of the above-described problems of the prior art, and an object of the present invention is to construct a road gradient information database regarding an uphill while traveling on an uphill. The present invention provides a fuel-saving driving system capable of performing advice and vehicle control for performing fuel-saving driving when traveling.

According to the present invention, a vehicle engine control unit (1), a vehicle speed sensor (3) for measuring vehicle speed, an acceleration sensor (4) for measuring vehicle acceleration, and a fuel flow sensor (5) for measuring fuel flow rate. ), An engine load sensor (6) for measuring the engine load, an engine rotation sensor (7) for measuring the engine speed, a shift position sensor (9) for detecting a shift position, an engine control unit (1), and In a fuel-saving driving system having a control device (10) to which signals from the respective sensors (3, 4, 5, 6, 7, 9) are transmitted, the control device (10) includes the engine control unit (1 ), Vehicle speed sensor (3), acceleration sensor (4), fuel flow rate sensor (5), engine load sensor (6), engine rotation sensor (7) and shift The information from the position sensor (9) is acquired (S1), the engine output is calculated (S2), the position information of the own vehicle is acquired by the GPS sensor (8) (S3), and the engine output is a specified value ( determining whether a Pa) or higher (S4), the engine output is specified value (Pa) or higher value, if the acceleration is defined value (it is determined whether the .alpha.a) hereinafter (S5), the engine output Is not more than the specified value, and the acceleration is not less than the specified value (αa), the engine output is not more than the specified value, or the acceleration is not less than the specified value (αa ) within a predetermined time (Ta). (S6), it is determined whether or not a downshift is performed within a predetermined time (Ta) (S7), the engine output is equal to or greater than a predetermined value, and the acceleration is a predetermined value (αa ) or a following, or the In If Re Ah in the down-shifting operation in a predetermined time (Ta) determined that uphill (S8), the position information of the vehicle, the gradient information indicating that uphill, storage shift position at that time (11) (S9), if it is not shifted down within the predetermined time (Ta), it is determined that the vehicle is not uphill (S10), and the calculated engine output is equal to or greater than the engine output specified value (Pa). Predetermined after the vehicle acceleration is no longer the vehicle acceleration specified value (αa) or the calculated engine output is not less than the engine output specified value (Pa) and the vehicle acceleration is no more than the vehicle acceleration specified value (αa). from a first state in which the shift-down is performed within the time (Ta), during a first state in which the state uphill is completed when the transition to the second state not corresponding to the first state Downshift to the line It is determined whether or not it has been made (S11), and if a downshift is performed during the first state, the data related to the shift position in the section corresponding to the first state It has a function of rewriting to the shift position (S12).

According to the present invention having the above-described configuration, the engine output calculated based on various measurement results is equal to or greater than the engine output specified value (engine output threshold value Pa), but the vehicle acceleration is the vehicle acceleration specified value ( If it is less than the vehicle acceleration threshold value αa), it is determined that the vehicle is traveling uphill. Therefore, it is determined that the vehicle is traveling uphill, and advice and travel control necessary for traveling uphill are performed. I can do it.
Therefore, it is possible to realize driving with good fuel efficiency during uphill traveling, which is difficult with the prior art, and it is possible to prevent a decrease in speed and a corresponding downshift and useless acceleration.
Here, for example, if the prescribed values (engine output prescribed value Pa, acceleration prescribed value αa) for determining whether or not the vehicle is uphill are set for each shift position, the accuracy of determining whether or not the vehicle is uphill is improved.

  In addition, when the downshift required when traveling uphill is performed, the engine output temporarily decreases. According to the present invention, the calculated engine output is equal to or greater than the engine output specified value Pa and the vehicle acceleration is the vehicle acceleration. Even when downshifting is performed within a predetermined time (Ta) after the state is no longer equal to or less than the prescribed value αa, it has a function to determine that it is an uphill. There is no misjudgment that you are not driving uphill.

Here, it is better to shift down from the beginning of the continuous up section and not accelerate / decelerate in the middle than to shift down in the middle of the continuous up section and then accelerate.
For example, in the present invention, a display device (display 12) for demonstrating the function of “indicating that the shift position is maintained” and the function of “warning of vehicle speed reduction” is provided, and the shift operation is performed before the uphill. If the driver is instructed to follow this instruction, useless shift operation during uphill traveling is eliminated, and useless acceleration that adversely affects fuel consumption can be prevented.
That is, by instructing the shift operation before the uphill, it is not necessary to perform a useless shift operation during the uphill traveling. Further, useless acceleration / deceleration can be prevented, and the factor of deterioration in fuel consumption can be reduced.

  Further, in the present invention, when a downshift is performed while running on a continuous uphill when a continuous uphill is completed, the downshift is performed as a shift position on the continuous uphill. Since it is configured to store the later shift position, the next time you drive on the continuous uphill, you can shift down from the beginning and drive without acceleration / deceleration on the way, improving fuel efficiency To do.

The block diagram of embodiment of this invention. In the embodiment of FIG. 1, the diagram which showed the connection state with the vehicle network. The figure which shows an example of the data of the database in embodiment as a table | surface. 5 is a flowchart illustrating control for creating gradient information in the embodiment. The flowchart which shows the control which advises a driver about fuel-saving driving | operation in embodiment. 4 is a flowchart illustrating automatic control of fuel-saving driving in the embodiment.

Embodiments of the present invention will be described below with reference to the accompanying drawings.
In FIG. 1, the fuel-saving driving system of the embodiment generally indicated by reference numeral 100 includes an engine control unit 1, a transmission control unit 2, various sensors 3 to 9, a fuel-saving driving control unit 10, a database 11 as a storage device, and The display 12 is a display device.
In this specification, “engine control unit” may be described as “ENG-ECU”, “transmission control unit” as “TM-ECU”, and “fuel-saving operation control unit” as “control unit”.

  In FIG. 1, various sensors 3 to 9 are a vehicle speed sensor 3 which is a device for measuring the vehicle speed, an acceleration sensor 4 which is a device for measuring the acceleration of the vehicle, a fuel flow sensor 5 which is a device for measuring the fuel flow rate, and an engine. The engine load sensor 6 is a device for measuring the load, the engine speed sensor 7 is a device for measuring the engine speed, the GPS sensor 8 is a vehicle position detecting device, and the shift position sensor 9 is a shift position detecting device.

The various sensors 3 to 9 are connected to the control unit 10 through an input signal line Li.
The ENG-ECU1, TM-ECU2, and display 12 are connected to the control unit 10 through a control signal line Lo.

The database 11 stores shift position information corresponding to the current position including existing road gradient data, current position information, and road gradient data, as well as new slope information and corresponding shift position information. It is configured to be writable.
The database 11 is connected to the control unit 10 by a signal line L.

  In the vehicle equipped with the fuel-saving driving system of the illustrated embodiment, the control unit 10, ENG-ECU1, TM-ECU2, and ECU are actually connected via a network NW as shown in FIG. Yes.

FIG. 3 shows detailed positions (latitude, longitude) on roads stored in the database, gradient information (downhill, uphill, other roads such as flat roads) and transmission shift positions corresponding to each detailed position. Showing the relationship.
In FIG. 3, the shift position should be “12” on the downhill and other roads (for example, flat roads), and the shift position should be shifted to “11” in the area A (uphill), except for the area indicated by the symbol A. The fact is stored in the database.

In FIG. 1 again, as will be described later with reference to FIG. 4, the control unit 10 calculates the engine output, and the calculated engine output is equal to or greater than the engine output prescribed value (engine output threshold Pa). If the vehicle acceleration is equal to or less than the vehicle acceleration specified value (vehicle acceleration threshold value αa), it is determined that the vehicle is traveling uphill, and the calculated engine output is equal to or greater than the engine output specified value (Pa) and the vehicle acceleration. Has a function of determining that the vehicle is going uphill even when downshifting is performed within a predetermined time (Ta) after the vehicle is no longer below the vehicle acceleration regulation value (αa).
Although not shown, specified values (engine output specified value Pa, acceleration specified value αa) for determining whether or not the vehicle is going uphill can be set for each shift position. Such a configuration improves the accuracy of determining whether or not the vehicle is uphill.

  Further, the control unit 10 determines the uphill position based on the position information of the vehicle acquired by the GPS sensor 8, the determination result that the vehicle is uphill, which will be described later, and the information from the shift position sensor 9 at that time. It has a function of storing the position and the shift position at that time in the database 11.

Here, as will be described later with reference to FIG. 4, the calculated engine output is equal to or higher than the engine output specified value Pa and the vehicle acceleration is equal to or lower than the vehicle acceleration specified value αa, or such a state (calculated engine output). Is a state in which the downshift is performed within a predetermined time Ta after the engine output is not less than the specified engine output value Pa and the vehicle acceleration is not more than the specified vehicle acceleration value αa). This state is determined to be an uphill. The state that is no longer the “first state” is the “second state”, for example, the state where the continuous uphill has ended.
The control unit 10 has a function of determining whether or not a downshift has been performed during the “first state” when shifting from the “first state” to the “second state”. .
At the same time, when a downshift is performed during the “first state”, the control unit 10 shifts data relating to the shift position in the travel route (position) corresponding to the “first state”. It has a function to rewrite the shift position after down.

Further, the control unit 10 determines whether the vehicle has reached the uphill after a predetermined time (Tb seconds) based on the vehicle position information acquired by the GPS sensor 8 and the stored uphill position information. It has a function to determine whether or not. When the vehicle reaches an uphill after a predetermined time has elapsed, it has a function of comparing the stored shift position of the uphill with the current shift position.
And if the shift position memorize | stored and the present shift position are the same, it has a function which supports that it maintains a shift position with respect to a driver | operator. On the other hand, when the stored shift position is at a higher speed than the current shift position, it has a function of warning the driver of a decrease in vehicle speed.

Further, the control unit 10 determines whether the vehicle has reached the uphill after a predetermined time (Tb seconds) based on the vehicle position information acquired by the GPS sensor 8 and the stored uphill position information. It has a function to determine whether or not. When the vehicle reaches an uphill after a predetermined time has elapsed, the stored shift position of the uphill and the current shift position are compared, and the stored shift position and the current shift position are compared. If they are the same, the TM-ECU 2 has a function of outputting an instruction signal for maintaining the shift position.
On the other hand, if the stored shift position is at a higher speed than the current shift position, the vehicle speed is less than the vehicle speed prescribed value Va, the engine output is more than the engine output prescribed value Pa, and the acceleration is the acceleration prescribed value. When it is αa or less, the TM-ECU 2 has a function of outputting an instruction signal to shift down.

Next, based on FIG. 4, a creation method in the case where the gradient information of the running road is created as a database will be described.
In step S1 of FIG. 4, the control unit 10 acquires information from each of the sensors 3 to 9 except the GPS sensor 8, or the ENG-ECU 1 and the TM-ECU 2, and calculates the engine output (step S2).

  In step S3, the position information of the own vehicle is acquired by the GPS sensor 8. In the next step S4, the control unit 10 determines whether or not the engine output is greater than or equal to a specified value Pa. If the engine output is greater than or equal to the prescribed value Pa (step S4 is YES), the process proceeds to step S5. If the engine output is less than the prescribed value Pa (step S4 is NO), the process proceeds to step S6.

In step S5, it is determined whether or not the acceleration of the vehicle is equal to or less than a specified value αa. If the acceleration of the vehicle is equal to or less than the specified value αa (YES in step S5), the process proceeds to step S8 and is determined to be “uphill”. That is, even if there is an engine output equal to or greater than a specified value (threshold value) (YES in step S4), if the acceleration of the vehicle itself is not more than the specified value αa (YES in step S5), the vehicle is traveling uphill. Judge.
On the other hand, if the acceleration of the vehicle exceeds the specified value αa (NO in step S5), the process proceeds to step S6.

Here, when downshifting while traveling on an uphill road, either step S4 or step S5 is “NO”. Step S6 is provided so that it can be determined as “uphill” even in such a case.
In step S6, the control unit 10 determines whether or not it is within a predetermined time (time required for shift down) Ta after steps S4 and S5 are both out of the “YES” state. If it deviates from the uphill determination and is within the predetermined time Ta (step S6 is YES), the process proceeds to step S7.

In step S <b> 7, the control unit 10 determines based on the information from the shift position sensor 9 whether the shift is down. If a downshift operation is being performed (YES in step S7), it is determined that the downshift is being performed in order to travel uphill, the process proceeds to step S8, and “uphill” is determined.
In step S9, new position information, gradient information, and shift position are stored in the database 11, and then the process returns to step S1, and step S1 and subsequent steps are repeated again.
On the other hand, if a downshift is not performed in step S7 (NO in step S7), it is determined that “not uphill” (step S10), and the process proceeds to step S11.
If the predetermined time Ta has elapsed after both of step S4 and step S5 are removed from the “YES” state (NO in step S6), or if the downshift operation has not been performed within the predetermined time Ta (step S7 is NO), “not uphill” is determined (step S10), and the process proceeds to step S11.

Here, it is determined that both the step S4 and the step S5 are “YES” and the step S6 and the step S7 are both “YES”. State ". Then, if any of Steps S4 and S5 is “NO” and any of Steps S6 and S7 is “NO”, Step S10 is determined as “not uphill”. This is a state that no longer corresponds to “the state of” and is the “second state” described above.
In other words, the state where the transition from the “first state” to the “second state” has proceeded to step S10 is a state where the uphill (including the continuous uphill) has been completed. In FIG. 4, if such a state is reached (if the process proceeds to step S10), in step S11, during the “first state” (steps S4 and S5 are both “YES”, and / or It is determined whether or not a downshift has been performed while the vehicle is traveling on an uphill (continuous) in which both of step S6 and step S7 continue to be “YES”.

When a downshift is performed during the “first state” (YES in step S11), data relating to the shift position in the travel section corresponding to the “first state” is used as the shift position after the downshift. (Database 11 is rewritten: step S12).
On the other hand, if there is no downshift in the section determined to be continuously uphill (NO in step S11), the process returns to step S1 as it is without rewriting the data related to the shift position, and step S1 and subsequent steps are repeated again. And after that, it returns to step S1, and repeats after step S1 again.

Here, downshifting is performed in the middle of a continuous up section (uphill), and downshifting is performed from the beginning of the continuous up section (uphill) rather than downshifting or acceleration / deceleration during uphill travel. In the middle of the up-slope (uphill), it is possible to save fuel consumption by preventing acceleration / deceleration.
In step S12, the shift position after the downshift is stored in the database 11 as the shift position in the continuous up section (uphill) for future fuel-saving driving.
In the illustrated embodiment, the determination of steps S11 and S12 is performed when a continuous ascending section (uphill) has ended (proceeding to step S10), and the database 11 is determined as necessary (when step S11 is YES). The shift position is rewritten (step S12).

FIG. 5 shows control related to advice on fuel-saving driving on an uphill (control that gives only advice to the driver).
In step S <b> 21 of FIG. 5, the control unit 10 acquires information from each of the sensors 3 to 9 except the GPS sensor 8, the ENG-ECU 1, and the TM-ECU 2. In step S22, the position information of the own vehicle is acquired by the GPS sensor 8.

In step S23, the control unit 10 determines whether or not the expected time until reaching the uphill from the current position is within a predetermined time (Tb). If the current position is expected to reach the uphill within a predetermined time (step S23 is YES), the process proceeds to step S24.
On the other hand, if it is predicted that the current position cannot be reached uphill within a predetermined time (NO in step S23), the process returns to step S21.

In step S24, the control unit 10 determines whether or not the shift position (shift position on the database) when traveling on an uphill expected to arrive within a predetermined time from the current position is the same as the current shift position. to decide.
If the shift position on the database is the same as the current shift position (YES in step S24), the process proceeds to step S25, and the driver is advised to drive at the current shift position. And it returns to step S21.
If the shift position on the database is different from the current shift position (step S24 is NO), the process proceeds to step S26.

In step S26, the control unit 10 determines whether or not the current shift position is a high speed stage from the shift position on the database.
If the current shift position is higher than the shift position on the database (YES in step S26), the process proceeds to step S27, the driver is warned of a decrease in vehicle speed on the uphill, and the process returns to step S21.

  On the other hand, when the current shift position is not the high speed stage from the shift position on the database (NO in step S26), the process proceeds to step S28, and the driver is given advice for upshifting by a known method. And it returns to step S21.

FIG. 6 shows automatic control of fuel-saving driving when traveling on an uphill in a vehicle equipped with the fuel-saving driving system according to the illustrated embodiment.
In step S31 of FIG. 6, the control unit 10 acquires information from each of the sensors 3 to 9 except the GPS sensor 8, or from the ENG-ECU 1 and the TM-ECU 2.
In step S32, the GPS sensor 8 acquires the position information of the own vehicle.

In step S33, the control unit 10 determines whether or not an uphill is started from the current position. If the uphill starts from the current position (YES in step S33), the process proceeds to step S34.
On the other hand, if the uphill is not started from the current position (not the uphill) (NO in step S33), the process returns to step S31.

In step S34, the control unit 10 determines that the shift position (shift position on the database) stored in the database as the shift position when traveling uphill starting from the current position is the same as the current shift position. Judge whether there is.
If the shift position on the database is the same as the current shift position (YES in step S34), the process proceeds to step S35 so that the TM-ECU 2 is not shifted up, that is, the previous shift position is maintained. A control signal is generated and instructed to run. And it returns to step S31.
On the other hand, if the shift position on the database when traveling uphill is different from the current shift position (NO in step S34), the process proceeds to step S36.

In step S36, the control unit 10 determines whether or not the current shift position is at a higher speed than the shift position on the database. If the current shift position is higher than the shift position on the database (YES in step S36), the process proceeds to step S37.
On the other hand, if the current shift position is not at a higher speed than the shift position on the database when traveling uphill (NO in step S36), the process proceeds to step S39, and the vehicle travels at a constant speed by, for example, a known method. And it returns to step S31.

In step S37, the control unit 10 determines that the vehicle speed is not more than a specified value (threshold value) Va, the engine output is not less than a specified value (threshold value) Pa, and the acceleration is not more than a specified value (threshold value) αa. Determine whether all three conditions are satisfied.
If all the above three conditions are satisfied (step S37 is YES), the process proceeds to step S38, the TM-ECU 2 is instructed to shift down, and then the process returns to step S31.
On the other hand, if all of the above three conditions are not satisfied (NO in step S37), the process directly returns to step S31.

According to the fuel-saving driving system 100 configured as described above, the engine output calculated based on various measurement results is equal to or greater than the engine output specified value (threshold value) Pa, but the vehicle acceleration is the vehicle acceleration specified value (threshold value). Since it is determined that the vehicle is traveling uphill if the value is less than αa, it is possible to reliably determine that the vehicle is traveling uphill and to provide advice and travel control necessary for traveling uphill.
Therefore, it is possible to realize driving with good fuel consumption during uphill traveling, which is difficult with the prior art, and it is possible to prevent speed reduction, accompanying downshifting, and useless acceleration.

  In addition, when the downshift required when traveling uphill is performed, the engine output temporarily decreases. However, according to the illustrated embodiment, the calculated engine output is greater than the engine output specified value Pa and the vehicle acceleration is Even if the vehicle acceleration is not less than the prescribed value αa, the vehicle has a function of determining that the vehicle is going uphill even when downshifting is performed within a predetermined time Ta. Accordingly, it is possible to prevent an erroneous determination that the vehicle is not traveling on an uphill when a downshift is performed when traveling on an uphill.

Here, it is better not to change the shift position by shifting down from the beginning of the continuous up section (uphill) than downshifting in the middle of the continuous up section (uphill) and then accelerating. , Fuel-saving driving can be achieved.
In the illustrated embodiment, when a downshift is performed while traveling on a continuous uphill when a continuous uphill is completed, the downshift is performed as a shift position on the continuous uphill. The later shift position is stored in the database 11. Therefore, when traveling on the continuous uphill next time, it is possible to perform a downshift from the beginning and perform a driving without a shift change in the middle of the uphill, thereby improving fuel efficiency.

In the illustrated embodiment, a display 12 is provided for demonstrating the function of “indicating that the shift position is maintained” and the function of “warning of vehicle speed reduction”. If the driver is instructed to perform a shift operation and the driver follows this instruction, unnecessary shift operations during uphill traveling are eliminated, and fuel efficiency is improved.
Alternatively, in the illustrated embodiment, a shift position suitable for traveling uphill is stored in the database 11, and control can be performed so as to travel uphill at the shift position, thereby realizing fuel saving. I can do it.

  It should be noted that the illustrated embodiment is merely an example and is not intended to limit the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 ... Engine control unit 2 ... Transmission control unit 3 ... Vehicle speed sensor 4 ... Acceleration sensor 5 ... Fuel flow sensor 6 ... Engine load sensor 7 ... Engine speed sensor 8 ..GPS sensor 9 ... shift position sensor 10 ... control means 11 ... storage device 12 ... display device

Claims (1)

The engine control unit (1) of the vehicle, a vehicle speed sensor (3) for measuring the vehicle speed, an acceleration sensor (4) for measuring the acceleration of the vehicle, a fuel flow sensor (5) for measuring the fuel flow rate, and the engine load An engine load sensor (6) for measuring, an engine rotation sensor (7) for measuring the engine speed, a shift position sensor (9) for detecting a shift position, an engine control unit (1) and their respective sensors (3) 4, 5, 6, 7, 9), and a control device (10) to which a signal is transmitted, the control device (10) includes the engine control unit (1) and the vehicle speed sensor (3). ), Acceleration sensor (4), fuel flow sensor (5), engine load sensor (6), engine rotation sensor (7), and shift position sensor. The information from (9) is acquired (S1), the output of the engine is calculated (S2), the position information of the host vehicle is acquired by the GPS sensor (8) (S3), and the engine output is a specified value (Pa) to determine a whether or (S4), the engine output is specified value (Pa) or higher value, if acceleration specified value it is determined whether the (.alpha.a) hereinafter (S5), the engine output is defined When the acceleration is not equal to or less than a specified value (αa), the engine output is not equal to or greater than a predetermined value, or within a predetermined time (Ta) after the acceleration is not equal to or less than a specified value (αa). (S6), it is determined whether or not a downshift is performed within a predetermined time (Ta) (S7), the engine output is not less than a predetermined value, and the acceleration is not less than a specified value (αa). or it is below, or the predetermined time (Ta) If Re Ah in the down-shifting operation is determined that uphill within (S8), the position information of the vehicle, the gradient information indicating that uphill, to store the shift position at that time in the storage device (11) (S9) If the downshift is not performed within the predetermined time (Ta), it is determined that the vehicle is not uphill (S10), the calculated engine output is equal to or greater than the engine output specified value (Pa), and the vehicle acceleration is the vehicle acceleration. Within a predetermined time (Ta) after the engine output is not more than the specified value (αa) or the calculated engine output is not less than the engine output specified value (Pa) and the vehicle acceleration is not more than the vehicle acceleration specified value (αa). from a first state in which the shift-down is performed, the shift-down between the first state in which the state uphill is completed when the transition to the second state not corresponding to the first state performed Whether or not If it is determined (S11) and a downshift is performed during the first state, the data related to the shift position in the section corresponding to the first state is rewritten to the shift position after the downshift (S12). ) A fuel-saving driving system characterized by having a function.

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