JP2008290610A - Vehicular navigation device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular navigation device to be mounted on a hybrid vehicle, capable of reducing fuel consumption of an engine. <P>SOLUTION: The onboard navigation device 2 is mounted on a hybrid vehicle 1 including an engine 11 and a motor 14 for driving driving wheels 13. The onboard navigation device 2 detects a charged capacity of a battery 16 for supplying power to the motor 14, and performs simulation for a traveling method for traveling the hybrid vehicle 1 with respect to each of traveling routes formed between a current location and a destination based on the detected charged capacity of the battery 16 and map data. In the simulation, each traveling route is segmented for each traveling method, and each of the segmented sections is weighted according to each traveling method. The onboard navigation device 2 presents a traveling route for reducing the fuel consumption of the engine 11 based on the sum of weighting of each section. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle navigation apparatus attached to a hybrid vehicle having an engine and a motor.

  Up to now, there have been many conventional techniques for vehicular navigation devices for saving fuel consumed by an engine. In particular, in a hybrid vehicle, wheels are driven by an engine and a motor, so there are many variations in the traveling method, and various navigation devices mounted on the hybrid vehicle are used to reduce the fuel consumption of the engine. There was prior art. For example, there is a method that forms a predicted driving pattern from a set planned driving route and congestion information on a road obtained from a traffic center, and creates a charge / discharge schedule for a battery that minimizes fuel consumption. (For example, see Patent Document 1).

In addition, the engine and motor outputs are adjusted to improve the fuel efficiency of the engine so that the calculated actual remaining battery level approaches the target value for the remaining battery level set based on road information and the current location. (For example, refer to Patent Document 2).
Further, for the set travel route, a travel pattern on the travel route is predicted based on the current travel environment and stored travel data, and the predicted travel pattern is reduced in order to reduce the fuel consumption of the engine. Some have set the operation schedule of the engine and the motor based on the above (for example, see Patent Document 3).
JP 2001-314004 A JP-A-8-126116 JP 2004-248455 A

Here, in each of the above-described conventional technologies, the fuel efficiency of the engine is improved when it is assumed that the vehicle travels on a predetermined travel route set between the vehicle current location and the vehicle destination. In order to reduce the fuel consumption, the operation pattern of the engine or the motor is adjusted, and depending on the established travel route, the fuel is not saved so much. For example, when most of the set travel route is uphill, there is little opportunity for charging the battery, and the use of the engine increases, resulting in an increase in fuel consumption and a significant deterioration in fuel consumption. Therefore, a control technique related to a hybrid vehicle that can significantly reduce the fuel consumption of the engine than before is desired.
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle navigation device attached to a hybrid vehicle that can reduce fuel consumption of an engine.

  According to the vehicle navigation device of the first aspect, the simulation on the traveling method when the hybrid vehicle travels is performed for each travel route formed based on the charge amount of the vehicle battery and the map data. Based on the simulation results for each, a travel route for reducing the fuel consumption of the engine is presented. Accordingly, the fuel consumption of the engine can be significantly reduced by the hybrid vehicle traveling on the travel route presented based on the simulation result.

  According to the vehicle navigation device of the second aspect, the travel route for reducing the fuel consumption of the engine is presented based on the sum of the weights assigned in accordance with the travel method for each section of the travel route. . As a result, a travel route that reduces the fuel consumption of the engine can be easily presented by a simple calculation.

  According to the vehicle navigation device of the third aspect, each section of the subdivided travel route is weighted according to the road condition of each section in addition to the travel method. As a result, when traffic jams occur on the route, it is possible to present a route that reduces the fuel consumption of the engine in consideration of this, and to present a route that can further reduce the fuel consumption. be able to.

  According to the vehicle navigation device of the fourth aspect, when the charge amount of the vehicle battery is smaller than the charge amount at each position on the travel route calculated during the simulation, the travel simulation means Based on the current location of the hybrid vehicle and the input destination, a travel route is formed again, and a simulation is performed for each travel route formed again based on the detected charge amount of the vehicle battery at that time. The presented travel route is corrected based on the simulation result for each travel route formed again. As a result, even if the charge amount of the vehicle battery drops below the expected charge amount at the time of simulation due to sudden traffic congestion on the travel route, the fuel consumption of the engine is reduced again by correcting the travel route. The travel route to be displayed can be presented.

<Embodiment 1>
Hereinafter, an in-vehicle navigation device 2 (corresponding to the vehicle navigation device of the present invention) according to Embodiment 1 of the present invention will be described based on FIGS. 1 to 4. FIG. 1 is a block diagram showing a configuration of a hybrid vehicle 1 to which an in-vehicle navigation device 2 is attached. An engine 11 as a drive source of the hybrid vehicle 1 is connected to drive wheels 13 (corresponding to wheels of the present invention) via a transmission 12. A motor 14 that is another drive source is connected to the transmission 12. With the transmission 12, the engine 11 and the motor 14 are selectively connected to the drive wheels 13, or both are simultaneously connected to drive the drive wheels 13.

  A battery 16 (corresponding to the vehicle battery of the present invention) is connected to the motor 14 via a motor driver 15. When the motor driver 15 is turned on, electric power is supplied from the battery 16 to the motor 14. A charge amount detection device 17 is connected to the battery 16, and a navigation controller 21 of the in-vehicle navigation device 2 described later is connected to the charge amount detection device 17. The charge amount detection device 17 corresponds to the charge amount detection means of the present invention, and detects the charge amount by measuring the voltage of the battery 16.

  The vehicle controller 18 includes a CPU, a RAM, a ROM, an interface circuit, and the like, and is connected to the engine 11, the transmission 12, the motor 14, and the motor driver 15 to integrally control the hybrid vehicle 1. The vehicle controller 18 is also connected to the navigation controller 21, and controls the vehicle 1 in connection with the in-vehicle navigation device 2.

  The in-vehicle navigation device 2 includes a navigation controller 21 which is a control device mainly composed of a microcomputer, a position detection device 22 for detecting the current position of the vehicle, a map data input device 23, an operation unit 24, an external memory 25, a color The display device 26 includes a liquid crystal display, a speaker 27, and a transceiver 28.

  The position detection device 22 corresponds to the current position detection means of the present invention, and a current position of the hybrid vehicle 1 based on a gyroscope that detects the rotational angular velocity of the vehicle, a distance sensor that detects the travel distance of the vehicle, and a radio wave transmitted from an artificial satellite. A GPS receiver (none of which is shown) for GPS (Global Positioning System) is detected (positioned). Each of the sensors described above has an error of different nature. For this reason, the navigation controller 21 detects the current position, traveling direction, speed, travel distance, current time, and the like of the vehicle with high accuracy by using the detection values of the sensors while interpolating. Depending on the accuracy, the position detection device 22 may be configured by only a part of the above-described sensors. Further, a steering rotation sensor, a wheel sensor of each rolling wheel, or the like may be used.

  The map data input device 23 is a map data recording medium that records various data such as road map data, landmark data, map matching data, destination data (facility database), table data for converting traffic information into road data, and the like. It is comprised by the drive device for reading data from. As the map data recording medium, a large-capacity storage medium such as a DVD is generally used, but a medium such as a memory card or a hard disk device may be used. Here, the road map data includes altitude data of points on each road, and as will be described later, this is used for a simulation of a traveling method on a traveling route.

  The operation unit 24 corresponds to the destination input means of the present invention, and includes a mechanical switch provided in the vicinity of the screen of the display device 26 and a touch panel provided on the screen of the display device 26. The user uses this operation unit 24 to input destinations, information necessary for searching for destinations (destination search conditions), passing points, etc., switching of the screen and display mode of the display device 26 (map scale change, Various commands for menu display selection, route search, route guidance start, current position correction, volume adjustment, etc. are input.

  The external memory 25 corresponds to the memory means of the present invention, and is composed of a flash memory card or the like. The external memory 25 stores specific data, for example, data on a route to a destination set by the navigation controller 21 at the time of route guidance, data on a route through which the vehicle has passed, and the like together with map data. Further, in the external memory 25, when the in-vehicle navigation device 2 obtains traffic information on the road from the outside as described later, the information data is stored.

  On the screen of the display device 26, a map around the position of the vehicle is displayed at various scales, and a current location mark (pointer) indicating the current position of the vehicle and the traveling direction is displayed superimposed on the display. In addition, a route guidance screen is displayed when route guidance to the destination is executed. Further, an input screen for inputting information necessary for the driver to search for the destination, searching for the destination, and setting, various messages, and the like are also displayed.

  The speaker 27 receives a voice output signal from the navigation controller 21 and outputs a voice related to route guidance, a voice related to operation explanation, a voice notifying that the anti-theft function is in operation, a talkback voice corresponding to a voice recognition result, and the like. Speak. The transmitter / receiver 28 corresponds to the road condition acquisition means of the present invention, and transmits / receives data to / from the VICS center 3 (VICS: registered trademark) and various information centers by wireless communication, and traffic condition information such as traffic jam information is obtained. When receiving or when the hybrid vehicle 1 breaks down or has an accident, it makes an emergency call to the center.

  The microcomputer constituting the navigation controller 21 includes a CPU, a memory (RAM, ROM, EEPROM, flash memory, etc.), an I / O, and the like, a position detection device 22, a map data input device 23, an operation unit 24, an external memory. 25, a display device 26, a speaker 27, and a transceiver 28 are connected to control these components. When the CPU executes a program stored in the ROM (or flash memory), the navigation controller 21 operates as a destination setting function, a route search function, a display control function, and a route guidance function as a navigation device. The normal route search function automatically calculates a recommended travel route from the starting point (current position) of the vehicle to the destination. For example, the Dijkstra method is used.

The route guidance function displays a road map around the current location on the screen of the display device 26 so that it can move along the travel route, and superimposes a current location mark indicating the current position and traveling direction of the vehicle on the road map. It is a function to display. In this case, the display of the current location moves on the map as the vehicle travels, and the map is scrolled according to the position of the vehicle. At this time, map matching is performed in which the current location of the vehicle is placed on the road.
The navigation controller 21 corresponds to the travel simulation means and the fuel saving route presentation means of the present invention, and reduces the fuel consumption of the engine and searches for a driving route that saves fuel (hereinafter referred to as an eco driving route). In addition, it also has a function of route guidance by this travel route. This search method will be described in detail later.

  Next, the eco-travel route search method and route guidance method according to the present embodiment will be described with reference to FIG. FIG. 2 shows a control flowchart by the navigation controller 21. First, in step S201, after turning off the route flag in the memory of the navigation controller 21, the user inputs the destination of the hybrid vehicle 1 using the operation unit 24 (step S202).

  Next, in step S203, whether the user performs a normal route search, such as a route with a short travel distance to the destination or a low-cost travel route such as a toll, or an eco-travel route. Is determined. In step S202, when the user inputs a destination, the display device 26 displays "Do you want to select a fuel consumption reduction route?" Or asks you in the same way by voice using the speaker 27. On the other hand, when the user selects the normal route search using the operation unit 24, the process proceeds to step S212, and the normal route guidance mode (including the route search) starts. Accordingly, a normal route search by the Dijkstra method is performed based on the current location of the hybrid vehicle 1 and the input destination, and route guidance based on the searched route is executed.

  In step S203, when the user selects route search and route guidance by the eco-travel route, the process proceeds to step S204, where the charge amount detection device 17 detects the charge amount of the battery 16 and stores it in the memory. Thereafter, in step S205, the display device 26 displays “Do you want to use the highway?”, Or is similarly asked by voice using the speaker 27. On the other hand, when the user selects to travel using only the general road using the operation unit 24, the process proceeds to step S206, and the search for the eco travel route by the general road is started. In step S205, if the user selects to travel using the expressway using the operation unit 24, the process proceeds to step S213, and after the flag in the memory is turned on, in step S214, the general road In addition, the search for an eco-travel route by the expressway is started.

  Here, a method for searching for an eco-travel route in step S206 will be described. First, by using a conventional route search method, a plurality of links and nodes between the current location and the destination of the hybrid vehicle 1 on the map data are connected, and the detected current location and destination of the hybrid vehicle 1 are obtained. Form all travel routes that connect. At this time, a route that is longer than a predetermined distance with respect to the linear distance between the current location and the destination is avoided, and only a common-sense travel route for connecting the two points is formed.

  Next, based on map data such as road information such as traffic congestion information on the road taken in by the transceiver 28, the detected amount of charge of the battery 16, and the length of the link forming the route, the altitude of the link or node. Thus, for every formed travel route, a simulation relating to the travel method when the hybrid vehicle 1 travels is executed (travel simulation means).

Although the simulation regarding the traveling method of the hybrid vehicle 1 in this embodiment is performed based on the following principles (1) to (5), it is not necessarily limited to this.
(1) The flat road travels by driving the drive wheels 13 by the motor 14 alone. Alternatively, the motor 14 and the engine 11 are used in combination to drive the drive wheels 13 to travel.
(2) The uphill road travels by driving the drive wheels 13 by the engine 11 alone. However, in the case of a gentle slope, the motor 14 and the engine 11 can be used together to drive the drive wheels 13 to travel.
(3) On the downhill road, energy regeneration by the motor 14 is executed.
(4) On the highway, the motor 14 runs by driving the drive wheels 13 alone. Alternatively, the motor 14 and the engine 11 are used in combination to drive the drive wheels 13 to travel.
(5) The motor 14 is used in consideration of the charge amount of the battery 16.
Here, the slope of each slope is calculated based on the distance of the road on the map data and the altitude of each position. In the simulation related to the travel method, each travel route is subdivided for each travel method based on map data or the like. Each section of the subdivided travel route (for example, a link on the map data) Each is weighted according to the received road information.

  Here, based on FIG. 3 and FIG. 4, the weighting method of each section subdivided in the formed driving | running route is demonstrated concretely. Here, FIG. 3 and FIG. 4 show cases where simulations are performed on different travel routes formed between the same current location (displayed as START) and destination (displayed as GOAL), respectively. 3 and 4, the expected charge amount is the charge amount of the battery 16 calculated during the simulation, and the minimum charge amount is the charge amount of the battery 16 that must always be stored while the hybrid vehicle 1 is traveling. Is shown. 3 and 4, the initial value of the expected charge amount indicates the charge amount of the battery 16 that is actually detected by the charge amount detection device 17 at the start of the simulation.

  For example, in the travel route shown in FIG. 3, the first (first) segment subdivided is a flat road having a simulation distance of 1.5, and the battery 16 has a sufficient charge amount. Driving is performed. Since traveling by the motor 14 alone does not consume fuel or generate electricity, the traveling coefficient is set to 0, and the product of the traveling coefficient and the distance of the section is 0 × 1.5 as the number of subdivision points (weighting) in this portion. = 0 is calculated.

  The next (second) section is an uphill with a distance of 3 in the simulation, and the amount of charge is insufficient to use the motor 14 for this distance, so the engine 11 runs alone. Is called. Since traveling by the engine 11 alone involves fuel consumption, the traveling coefficient is set to −1, and the subdivision number in this section is calculated as −1 × 3 = −3. The next (third) section is a flat road with a simulation distance of 2 including a congestion section length of 1 and has some amount of charge traveled by the motor 14, so the engine 11 and the motor 14 Driving is performed in combination. Since the traveling by the combined use of the engine 11 and the motor 14 is considered to be an intermediate between the traveling by each independently, the traveling coefficient is set to −0.5, and the subdivided point number in this section is −0.5 × 2 = Calculated as -1. Further, since this section includes a traffic jam section as a factor that causes fuel consumption of the engine 11, it is further a product of the travel coefficient −0.3 and the length 1 of the traffic jam section −0.3 × 1. = -0.3 is added as a subdivision score.

  Further, the next (fourth) section is an uphill with a simulation distance of 1, and the charge amount is close to the minimum charge amount, so that the engine 11 alone travels. Therefore, −1 × 1 = −1 is calculated as the number of subdivision points in this section. Since the next (fifth) section is a downhill with a simulation distance of 3.5, energy regeneration by the motor 14 is executed. Since the battery 16 is charged by energy regeneration by the motor 14, the running coefficient is set to 1, and 1 × 3.5 = 3.5 is calculated as the number of subdivision points in this section. The last (sixth) section is a slow uphill with a simulation distance of 2, and because of the energy regeneration, it also has some amount of charge driven by the motor 14, so the engine 11 and the motor 14 are used together. Traveling is performed. Therefore, −0.5 × 2 = −1 is calculated as the number of subdivision points in this section.

  After all, in this travel route, the sum of the number of subdivision points (weighting) of each section subdivided by the travel method is 0 + (− 3) + (− 1) + (− 0.3) + (− 1) +3.5+ (-1) =-2.8. In the description of FIG. 3, the charge amount of the battery 16 has not been described in detail, but the charge amount of the battery 16 is decreased by traveling by the motor 14 and the charge amount is increased by energy regeneration. Further, it goes without saying that the decrease in the amount of charge of the battery 16 is more gradual when the engine 11 and the motor 14 are used together than when the motor 14 is traveling alone.

  Next, on the travel route shown in FIG. 4, a simulation is performed in the same manner as described above, and the subdivision points of each section subdivided by the travel method are calculated. The first (first) section is a flat road with a distance of 1 in the simulation, and the amount of charge is sufficient, so that traveling by the motor 14 alone is performed. Accordingly, 0 × 1 = 0 is calculated as the number of subdivision points in this portion.

Since the next (second) section is a downhill with a simulation distance of 5, energy regeneration by the motor 14 is executed. Therefore, 1 × 5 = 5 is calculated as the number of subdivision points in this section. The next (third) section is a flat road with a distance of 2 in the simulation and has a sufficient amount of charge, and therefore travel by the motor 14 alone is performed. Therefore, 0 × 2 = 0 is calculated as the number of subdivision points in this portion.
Since the next (fourth) section is a steep uphill with a distance of 3 in the simulation, traveling by the engine 11 alone is performed. Therefore, −1 × 3 = −3 is calculated as the number of subdivision points in this section.

  Since the next (fifth) section is a downhill with a simulation distance of 2, energy regeneration by the motor 14 is executed. Accordingly, 1 × 2 = 2 is calculated as the number of subdivision points in this section. The last (sixth) section is a flat road having a simulation distance of 2, and the battery 16 has a sufficient amount of charge. Therefore, 0 × 2 = 0 is calculated as the number of subdivision points in this portion.

  After all, in this travel route, the sum of the number of subdivision points (weighting) of each section subdivided by the travel method is 0 + 5 + 0 + (− 3) + 2 + 0 = 4. In the description of FIG. 4, the charge amount of the battery 16 has not been described in detail. However, the charge amount of the battery 16 decreases due to traveling by the motor 14, and the charge amount increases due to energy regeneration. . Note that the result of the expected charge amount for the position on the road calculated during the simulation is stored in the memory.

  Through the above simulation, the navigation controller 21 compares the simulation results of the travel routes shown in FIGS. 3 and 4, and the travel distance of the travel route shown in FIG. Although slightly longer, the display device is assumed to be superior to the travel route shown in FIG. 3 in which the sum of the subdivision points is −2.8 as an eco travel route (travel route that can reduce fuel consumption) of the engine 11 The information is presented to the user by being displayed on 26 (step S207: fuel saving route presenting means). In the above description, the simulation is performed for only two travel routes. However, the above simulation is generally performed for each of a number of travel routes connecting the current location and the destination, and a route with a large sum of subdivision points is selected. Use eco-friendly travel routes.

  In step S207, when the searched eco-travel route is displayed on the display device 26, a message “Is it OK to display the travel route?” Is displayed along with it, or a sound using the speaker 27 is displayed. Is similarly asked (step S208). On the other hand, when the user accepts the travel route displayed using the operation unit 24, the process proceeds to step S209 to start route guidance based on the displayed travel route. If the user is not satisfied with the displayed travel route, the travel route having the next highest sum of the subdivision points is displayed on the display device 26 among the other travel routes that have been simulated. In this way, the travel route on which the simulation has been performed one after another is displayed until the user is satisfied with the travel route (step S207).

  When the route guidance starts, the charge amount detection device 17 detects the charge amount of the battery 16, and compares the detected charge amount with the expected charge amount at the corresponding travel position stored during the simulation (step S210). If the charged amount has decreased by a predetermined amount from the expected charged amount, the process proceeds to step S215. In other cases, the process proceeds to step S211, and it is determined whether the route guidance is to be terminated when the hybrid vehicle 1 has arrived at the destination or the user has performed an operation to stop the route guidance. If it is determined not to end the route guidance, the process returns to step S209 to continue the route guidance.

  On the other hand, when it is determined in step S210 that the detected charge amount is smaller by a predetermined amount than the expected charge amount at the corresponding position on the travel route, the route flag is turned on in step S215. After it is determined that it is not, the process returns to step S206. In step S206, a travel route is formed again using only a general road with the travel position as the current location and the destination of the hybrid vehicle 1. Then, based on the detected charge amount of the vehicle battery 16 at that time, a simulation is performed for each of the re-formed travel routes, and an eco-travel route is searched again based on the simulation results. Correct the travel route.

  If it is determined in step S210 that the detected charge amount has decreased by a predetermined amount from the expected charge amount, the process proceeds to step S215, and if it is determined in step S215 that the route flag is turned on, The process returns to S214. In step S214, a travel route is formed by the general road and the highway, and a simulation is performed for each travel route formed again based on the detected charge amount of the vehicle battery 16 at that time.

  According to this embodiment, based on the charge amount of the vehicle battery 16 and the map data, a simulation is performed on the traveling method when the hybrid vehicle 1 travels for each formed travel route, and the simulation result for each travel route. Based on the above, a travel route for reducing the fuel consumption of the engine 11 is presented. Thereby, the fuel consumption of the engine 11 can be significantly reduced by the hybrid vehicle 1 traveling along the travel route presented based on the simulation result.

In addition, a travel route for reducing the fuel consumption of the engine 11 is presented based on the sum of the points (weighting) assigned according to the travel method in each segment of each travel route. Thereby, the travel route for reducing the fuel consumption of the engine 11 can be easily presented by a simple calculation.
Each segment of the subdivided travel route is scored according to road conditions such as traffic jams in each segment in addition to the travel method. Accordingly, it is possible to present a travel route that reduces the fuel consumption of the engine 11 in consideration of traffic jams on the travel route, and it is possible to present a travel route that can further reduce the fuel consumption.

  Further, when the charge amount of the battery 16 is smaller than the expected charge amount at each position on the travel route calculated during the simulation, the travel is performed again based on the current location and the destination of the hybrid vehicle 1 at that time. A route is formed, and a simulation is performed for each travel route formed again based on the detected charge amount of the battery 16, and the presented travel route is calculated based on the simulation result for each travel route formed again. Correct it. As a result, even when the charge amount of the battery 16 is lower than the expected charge amount at the time of simulation due to sudden traffic congestion on the travel route, the fuel consumption of the engine 11 is reduced again by correcting the travel route. The travel route to be displayed can be presented.

<Embodiment 2>
Next, based on FIG. 5 and FIG. 6, an eco-travel route searching method according to Embodiment 2 of the present invention will be described. Here, FIG. 5 and FIG. 6 show cases where simulations are performed on different travel routes formed between the same current location (displayed as START) and destination (displayed as GOAL), respectively. This embodiment shows a case where the user selects to travel using the expressway in step S205, and in step S214, the search for the eco travel route by the general road and the expressway is started. In the travel route shown in FIG. 5, the subdivided first (first) and next (second) sections are the same as those in the simulation shown in FIG. .

  The next (third) and the next (fourth) section are highways having a total distance of 7 in the simulation. However, from the amount of charge of the battery 16 at the start of the third section, Since it is impossible to run the motor 14 alone with the distance, only the first section of the expressway, which is the third section (simulated distance is 1.5), travels using the engine 11 and the motor 14 together. Is done. Then, the motor 14 travels alone in the remaining section of the expressway (simulated distance is 5.5). Therefore, −0.5 × 1.5 = −0.75 is calculated as the number of subdivision points in the third section. Further, 0 × 5.5 = 0 is calculated as the number of subdivision points in the fourth section.

  Since the last (sixth) section is a downhill with a simulation distance of 2, energy regeneration by the motor 14 is executed. Accordingly, 1 × 2 = 2 is calculated as the number of subdivision points in this section. After all, in this travel route, the sum of the number of subdivision points (weighting) of each section subdivided by the travel method is 0 + (− 3) + (− 0.75) + 0 + 2 = −1.75.

  Next, on the travel route shown in FIG. 6, a simulation is performed in the same manner as described above, and the subdivision points of each section subdivided by the travel method are calculated. Also in the travel route shown in FIG. 6, the subdivided first (first) and next (second) sections are the same as those in the simulation shown in FIG. To do.

  The next (third) section is a highway with a simulated distance of 7, and the battery 16 has a sufficient amount of charge at the start of the third section. To do. Therefore, 0 × 7 = 0 is calculated as the number of subdivision points in the third interval. The last (fourth) section is a slow uphill with a simulation distance of 2.5, and has some amount of charge that is driven by the motor 14, so driving by using the engine 11 and the motor 14 together. Is done. Accordingly, the number of subdivision points in this section is calculated as −0.5 × 2.5 = −1.25. After all, in this travel route, the sum of the number of subdivision points (weighting) of each section subdivided by the travel method is 0 + 5 + 0 + (− 1.25) = 3.75.

  Through the above simulation, the navigation controller 21 compares the simulation results of the travel routes shown in FIGS. 5 and 6, and the travel route shown in FIG. 6 in which the sum of the subdivision points (weighting) is 3.75 is traveled. Although the distance is slightly longer, it is superior to the travel route shown in FIG. 5 in which the sum of the subdivision points is −1.75 as an eco travel route (travel route that can reduce fuel consumption) of the engine 11. It is presented to the user by displaying it on the display device 26 (step S207: fuel saving route presenting means). In the simulation described above, the entrances (interchanges) to the expressway are different from each other in the cases shown in FIGS.

<Embodiment 3>
Based on FIG. 7 and FIG. 8, the search method of the eco-travel route by Embodiment 3 is demonstrated. The travel routes shown in FIGS. 7 and 8 are the same as the travel routes shown in FIGS. 3 and 4, respectively. In this embodiment, when weighting is performed according to the traveling method, the section in which the engine travels alone has a traveling coefficient of 2, and the section in which the engine and the motor are used together has only the traveling coefficient of 1, the motor 14 No running coefficient is provided for sections that run independently and sections that perform energy regeneration. However, a section including a traffic jam section is added with a running coefficient of 0.3. In addition, the simulation of the traveling method of each traveling route is performed in the same manner as in the first embodiment.

  Accordingly, in the travel route shown in FIG. 7, the sum of the subdivision points of each section subdivided by the travel method is 6 + 2 + 0.3 + 2 + 2 = 12.3. In the travel route shown in FIG. 8, the sum of the subdivision points of each section subdivided by the travel method is 6. In the case of the present embodiment, the smaller the sum of the subdivision points, the better the eco travel route (the travel route that can reduce the fuel consumption). As a result, the navigation controller 21 compares the simulation results of the travel routes shown in FIG. 7 and FIG. 8 by the above simulation, and the travel route shown in FIG. This is presented to the user by displaying it on the display device 26 as a travel route.

  In this embodiment, since the travel coefficient is provided only in the section where the engine travels alone and the section where the engine and the motor are used in combination, the calculation at the time of the simulation of the travel route is simple, the memory of the navigation controller 21, etc. Can be reduced and the calculation speed can be increased.

  In addition, since the number of subdivision points in each section is all positive, first, the simulation is completed for one travel route, the sum of the subdivision points in each section is calculated, and then the second and subsequent travel routes are simulated. If the sum of subdivision points for each section in the middle of the simulation becomes greater than the sum of subdivision points for each section of the first travel route, Since it can be understood that it cannot be a travel route, it is not necessary to perform a subsequent simulation, and the calculation can be performed in a short time.

<Other embodiments>
The present invention is not limited to the above-described embodiments, and can be modified or expanded as follows.
The weighting in each section of the travel route may be any weight as long as the degree of reduction in fuel consumption in each section is reflected.
The curve on the travel route may weight the section including the curve in order to increase the fuel consumption of the engine.
The road condition information obtained by the transceiver includes road regulation information, accident information, etc. in addition to traffic jam information.

The block diagram which shows the structure of the hybrid vehicle with which the vehicle-mounted navigation apparatus by Embodiment 1 of this invention was attached. Control flow chart by navigation controller of in-vehicle navigation system Explanatory drawing of the simulation method about the driving | running route by Embodiment 1. FIG. Explanatory drawing of the simulation method about another driving | running route with respect to FIG. Explanatory drawing of the simulation method about the driving | running route by Embodiment 2. Explanatory drawing of the simulation method about another driving | running route with respect to FIG. Explanatory drawing of the simulation method about the driving | running route by Embodiment 3. Explanatory drawing of the simulation method about another driving | running route with respect to FIG.

Explanation of symbols

  In the drawings, 1 is a hybrid vehicle, 2 is an in-vehicle navigation device, 11 is an engine, 13 is a drive wheel, 14 is a motor, 16 is a battery, 17 is a charge amount detection device, 21 is a navigation controller, 22 is a position detection device, 24 Indicates an operation unit, 25 indicates an external memory, and 28 indicates a transceiver.

Claims (4)

A vehicle navigation device attached to a hybrid vehicle that selectively operates an engine or a motor to drive a wheel, or operates in combination with the engine and the motor,
Charge amount detection means for detecting a charge amount of a vehicle battery for supplying electric power to the motor;
Memory means for storing map data;
Current location detection means for detecting the current location of the hybrid vehicle;
Destination input means for inputting a destination of the hybrid vehicle;
A travel route of the hybrid vehicle is formed between the detected current location of the hybrid vehicle and the input destination of the hybrid vehicle, and based on the detected charge amount of the vehicle battery and the map data Traveling simulation means for performing a simulation on a traveling method when the hybrid vehicle travels for each of the formed travel routes;
A vehicle navigation apparatus comprising: a fuel saving route presenting means for presenting a travel route for reducing fuel consumption of the engine based on a simulation result for each travel route.   The travel simulation means subdivides each travel route for each travel method based on the map data, each section of the subdivided travel route is weighted according to the travel method, and the fuel saving route presentation means The vehicle navigation apparatus according to claim 1, wherein a travel route for reducing the fuel consumption of the engine is presented based on a sum of the weights of the sections divided into the travel routes.   Road condition acquisition means for receiving road condition information of the travel route is provided, and the fuel saving route presentation means weights each segment of the subdivided travel route according to the road condition of each segment in addition to the travel method. The vehicle navigation device according to claim 2.   When the charge amount of the vehicle battery is smaller than the charge amount at each position on the travel route calculated at the time of simulation, the travel simulation means is input with the current location of the hybrid vehicle at that time A travel route is formed again based on the destination of the hybrid vehicle, and a simulation is performed for each travel route formed again based on the detected charge amount of the battery for the vehicle. 4. The vehicle navigation apparatus according to claim 1, wherein the presenting means corrects the presented travel route based on the simulation result for each travel route that is formed again.

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