JP2018025401A - Travel route selection system for electric truck, and travel route selection method for electric truck - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel route selection system for an electric truck capable of further improving electricity consumption efficiency.SOLUTION: A route selection system comprises: map information acquisition means (11) for acquiring map information including transportation route information of multiple transportation routes that become selection candidates; stopping time estimation means (12) which estimates a stopping time for each of the multiple transportation routes; a power consumption amount map storage part (13) previously storing a stopping-time power consumption amount map for estimating a power consumption amount corresponding to a stopping time in which an electric truck is stopped in a key-on state for a predetermined time; power consumption amount estimation means (14) which estimates a power consumption amount for each of the multiple transportation routes on the basis of the stopping time that is estimated by the stopping time estimation means, and the stopping-time power consumption amount map; and optimal route selection means (15) which selects an optimal route on the basis of fundamental information including information about the power consumption amount for each of the multiple transportation routes.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an electric truck traveling route selection system and an electric truck traveling route selection method, and more particularly, to a traveling route selection technique related to collection and delivery of collection and delivery by an electric truck.

  2. Description of the Related Art Conventionally, many automobiles are equipped with a car navigation system, and a destination is set by map information in the car navigation system, and travel guidance is performed using an optimal travel route from the current location of the automobile to the destination. In particular, in the technical field of electric vehicles, it is important to select a travel route that minimizes the consumption of the battery mounted on the vehicle from the viewpoint of increasing the travel distance and reducing power consumption. For example, in Patent Document 1, an electric vehicle capable of automatically limiting an acceleration to an excessive acceleration command and extending a cruising distance so that the selected driving route can be driven in an optimal driving mode. A travel route selection system is disclosed.

  By the way, in the recent logistics industry, it is required to reduce logistics costs and save labor while having problems such as traffic congestion, exhaust gas, noise, and energy saving. In particular, visualization and reduction of the cost required for transportation is an important management issue. For this reason, there is a high demand for a system for selecting an optimal delivery route (that is, a travel route) in the physical distribution industry. For example, Patent Document 2 discloses a vehicle allocation and delivery planning method that enables an efficient visit even when the required time to the visit destination varies due to various factors such as traffic accidents, traffic restrictions, and traffic jams.

Japanese Patent Laid-Open No. 08-178683 JP 2001-14296 A

  In the future logistics industry, from the viewpoint of further reducing logistics costs and environmental burden, it is expected that electric trucks suitable for transporting a large number of luggage among electric vehicles will be popularized. Therefore, when a logistics company adopts the electric truck, it is required to construct a collection / delivery route selection system for collection and delivery that can visualize the transportation cost and further improve the electric cost. However, it is not possible to sufficiently improve the electricity cost only by road condition information such as traffic accidents, traffic regulations, and traffic jams.

  The present invention has been made to solve such problems, and an object of the present invention is to provide an electric truck traveling route selection system and an electric truck traveling route selection method capable of further improving power consumption. There is to do.

  An electric truck traveling route selection system according to this application example is an electric truck traveling route selection system using a motor driven by electric power supplied from a battery as a drive source, and a plurality of transportation routes as selection candidates. Map information acquisition means for acquiring map information including transport route information, stop time estimation means for estimating stop time for each of the plurality of transport routes, and the electric truck is a high voltage device (inverter, DC-DC converter) for a predetermined time. Etc.), a power consumption map storage unit for preliminarily storing a power consumption amount map at the time of stoppage for estimating a power consumption amount corresponding to a stop time at which the vehicle stops in an operating state, the stop time estimated by the stop time estimation means, Based on the stopping power consumption map, the power consumption estimating means for estimating the power consumption for each of the plurality of transportation routes; and Based on the basic information including the power consumption information for each number of transportation routes, having a optimum route selecting means for selecting the best route.

  According to the present invention using the above means, it is possible to provide an electric truck traveling route selection system and an electric truck traveling route selection method capable of further improving the electric power consumption.

It is a block diagram which shows the relationship between an electric truck provided with the driving | running route selection system in embodiment of this invention, and a data server. It is a power consumption amount map at the time of a stop concerning a first embodiment of the present invention. It is a flowchart which shows the control routine which concerns on the optimal route selection performed by vehicle ECU of 1st embodiment of this invention. It is a route conceptual diagram concerning optimal route selection performed by vehicle ECU of a first embodiment of the present invention. It is a power consumption amount map at the time of driving concerning a second embodiment of the present invention. It is a flowchart which shows the control routine which concerns on the optimal route selection performed by vehicle ECU of 2nd embodiment of this invention.

<First embodiment>
Hereinafter, a first embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 is a block diagram showing the relationship between an electric truck equipped with a travel route selection system and a data server according to an embodiment of the present invention, and various configurations will be described based on the drawing.

  An electric truck 1 shown in FIG. 1 is one type of electric vehicle that uses a motor driven by electric power supplied from a battery as a drive source, and is a vehicle including a container and a carrier that can transport a large amount of luggage. . The electric truck 1 includes an electric motor that can also operate as a generator, such as a permanent magnet synchronous motor. In the electric truck 1, the output shaft of the motor is connected to a differential device via a propeller shaft, and the right and left drive wheels are connected to the differential device via a drive shaft. With such a connection configuration, the electric truck 1 can travel by rotating the drive wheels using the motor as a drive source. In addition, since the structure of the electric track 1 described above is general, for convenience of the configuration and description of the present invention, various components are omitted in FIG. .

  As shown in FIG. 1, the electric truck 1 includes a vehicle ECU 2, a communication unit 3, and a navigation device 4. The vehicle ECU 2 is a control device for integrated control of the entire vehicle. Therefore, the vehicle ECU 2 is connected to the above-described components of the electric truck 1, various sensors, and various electronic devices. In particular, FIG. 1 shows a connection configuration in which the communication unit 3 and the navigation device 4 are connected to the vehicle ECU 2 in order to explain the present invention.

  Further, the vehicle ECU 2 includes a map information acquisition unit 11, a stoppage time estimation unit 12, a power consumption amount map storage unit 13, a power consumption amount estimation unit 14, and an optimum route selection unit 15. Here, the travel route selection system of the present invention is configured by the map information acquisition unit 11, the stop time estimation unit 12, the power consumption map storage unit 13, the power consumption estimation unit 14, and the optimum route selection unit 15. The vehicle ECU 2 includes the travel route selection system, or the vehicle ECU 2 itself corresponds to the travel route selection system. In the present embodiment, each of the map information acquisition unit 11, the stop time estimation unit 12, the power consumption estimation unit 14, and the optimum route selection unit 15 is an individual control circuit including a program for realizing various functions to be described later. Is assumed.

  Here, as long as the travel route selection system of the present invention includes the map information acquisition unit 11, the stop time estimation unit 12, the power consumption map storage unit 13, the power consumption estimation unit 14, and the optimum route selection unit 15, The embodiment is not limited. Although not shown, for example, on the data server 30, the calculation control unit 32 includes a map information acquisition unit 11, a stop time estimation unit 12, a power consumption map storage unit 13, a power consumption estimation unit 14, and an optimum route selection unit. 15, the communication unit 3 of the vehicle 1 may receive the optimum route selected by the optimum route selection unit 15 in the data server 30 and display it on the navigation device 4. Here, the communication unit 3 may be provided inside the navigation device 4. In such a case, information acquired by the communication unit 3 in the following description is stored in the data server 30 in advance, or is acquired from the outside by the communication unit 31 in the data server 30.

  In addition, for example, the travel route selection system of the present invention can be mounted on a vehicle, and a map information acquisition unit 11 and a stop time estimation unit in an arithmetic processing unit (not shown) in a navigation device that can communicate with a wireless communication network. 12, the power consumption map storage unit 13, the power consumption estimation unit 14, and the optimum route selection unit 15 may be provided.

  In the following, as shown in FIG. 1, the vehicle ECU 2 includes a map information acquisition unit 11, a stoppage time estimation unit 12, a power consumption amount map storage unit 13, a power consumption amount estimation unit 14, and an optimum route selection unit 15. The case where it has carried out is demonstrated as one Embodiment of this invention.

  Note that the map information acquisition unit 11, the stop time estimation unit 12, the power consumption amount estimation unit 14, and the optimum route selection unit 15 are not included in individual control circuits but are included in one control circuit constituting the vehicle ECU 2. It is a part of one program and does not have to have a shape like a part.

  The map information acquisition unit 11 acquires map information recorded outside the electric truck 1 via the communication unit 3. Here, the map information includes the transportation start point information of the electric truck 1 (for example, each sales office of the transportation company that is the owner of the electric truck 1), and the baggage loading / unloading point (for example, the cargo loading / unloading point). The delivery route information to the delivery destination, the collection destination of the package, or the place where the package is delivered and collected at the same time, and the transportation route information of the route connecting the package loading / unloading points. In other words, the map information includes transportation route information of a plurality of transportation routes that are selection candidates. The map information includes not only the above information but also route information other than the transportation route (that is, general information on the road displayed on the navigation device 4), gradient information, signal information, road surface information, and real time or prediction. Various kinds of information such as traffic jam information, accident information, and construction information may be included. In addition, the map information acquisition part 11 may acquire the said information from the memory of the navigation apparatus 4 about information with low update frequency, such as route information and gradient information. Thereby, the amount of data transmitted / received to / from the outside of the vehicle is reduced, and the load on the vehicle ECU 2 can be reduced.

  The stop time estimation unit 12 estimates the stop time for each transportation route based on the map information acquired by the map information acquisition unit 11. Specifically, the stop time estimation unit 12 waits for a signal from the map information, considers information affecting the stop time such as natural traffic jam information, construction traffic jam information, and accident traffic jam information. Estimate the stop time every time. Here, the stop time is that the speed of the electric truck 1 becomes zero while the high-voltage device (inverter, DC-DC converter, etc.) is in an operating state.

  The power consumption map storage unit 13 is, for example, a general non-volatile memory. In addition, the power consumption map storage unit 13 stores in advance a stoppage power consumption map shown in FIG. Here, the stop-time power consumption map is a map for estimating the power consumption corresponding to the stop time in which the electric truck 1 stops in a state where the high-voltage device (inverter, DC-DC converter, etc.) is operating for a predetermined time. In particular, this is the proportional line graph shown in FIG.

  In FIG. 2, the horizontal axis is the stop time of the electric truck 1, and the vertical axis is the power consumption of the electric truck 1. The stop-time power consumption map shown in FIG. 2 travels various travel routes by a plurality of electric trucks, calculates the stop time and power consumption related to the travel, and outputs a plurality of calculation results (in FIG. The regression line obtained from As can be seen from FIG. 2, the longer the electric truck 1 is stopped (longer), the greater the power consumption at that time.

  2 is updated based on the actual power consumption data of only the own vehicle stored in the electric truck 1 or the actual electric power consumption data of other vehicles supplied from the outside of the electric truck 1. Also good.

  The power consumption amount map storage unit 13 may be provided outside the vehicle ECU 2. In this case, the travel route selection system is configured by the vehicle ECU 2 and the power consumption map storage unit 13 independent of the vehicle ECU 2.

  The power consumption amount estimation unit 14 estimates the power consumption amount for each transportation route that is a selection candidate based on the stop time estimated by the stop time estimation unit 12 and the stop time power consumption amount map shown in FIG. More specifically, the power consumption amount estimation unit 14 uses each stop time data (value on the horizontal axis) supplied from the stop time estimation unit 12 to each of the stop time power consumption maps shown in FIG. The power consumption (value on the vertical axis) of the transport route is calculated.

  The optimal route selection unit 15 is configured to improve the power consumption of the electric truck 1 based on basic information including information on the power consumption related to the stoppage time of each transportation route estimated by the power consumption estimation unit 14. Select the optimal route to travel. Here, the basic information may include various types of information other than the map information, such as real-time traffic jam information and travel performance data including power consumption information for past stop times. The other information may be information stored in a memory (not shown) in the electric truck 1 or information stored outside the vehicle and acquired via the communication unit 3. It may be.

  The communication unit 3 is connected to the data server 30 through the wireless communication network 20 so as to be in electrical communication. Then, in such a communication state, the communication unit 3 transmits various types of information of the electric truck 1 (for example, information on the actual power consumption such as real-time traffic jam information) to the data server 30, and the map information, And other various information (for example, electricity cost information with respect to the past stoppage time) is received. The communication unit 3 may perform inter-vehicle communication with other vehicles (not shown) or road-to-vehicle communication with VICS (trademark registration), or may share various information with other vehicles. Good.

  The navigation device 4 stores map information including road curves and slopes in advance in its own storage area, and sequentially receives GPS information via an antenna while the electric truck 1 is running, Identify your vehicle position. Further, the navigation device 4 provides route guidance to the driver of the electric truck 1 while displaying the optimum route selected by the optimum route selection unit 15.

  The wireless communication network 20 is a network that is generally known and provided by various communication companies, and connects communication devices that exist in remote locations. Note that the wireless communication network 20 may be either a public communication network or a dedicated communication network.

  The data server 30 is installed at a place different from the electric truck 1 and is connected to the electric truck 1 and other vehicles via the wireless communication network 20 so as to be able to perform electric communication. As illustrated in FIG. 1, the data server 30 includes a communication unit 31, an operation control unit 32, and a data recording unit 33.

  The communication unit 31 is connected to the communication unit 3 of the electric truck 1 through the wireless communication network 20 so as to be in electrical communication. Then, in such a communication state, the communication unit 31 receives various types of information on the electric truck 1 (for example, real-time traffic jam information, etc., information on the actual power consumption) from the electric truck 1, and maps information and other various types of information. (For example, the electricity cost information for the past stoppage time) is transmitted to the electric truck 1.

  The arithmetic control unit 32 is a control circuit for performing integrated control of the data server 30. Specifically, the arithmetic control unit 32 controls the communication unit 31 and stores various types of information received via the communication unit 31 in the data recording unit 33, or extracts various types of stored information for each vehicle. Control to send to. In FIG. 1, only the electric truck 1 includes a map information acquisition unit 11, a stop time estimation unit 12, a power consumption map storage unit 13, a power consumption estimation unit 14, and an optimum route selection unit 15. Although the travel route selection system is provided, the travel route selection system may be provided in the data server 30 or the calculation control unit 32. That is, the calculation control unit 32 includes a map information acquisition unit 11, a stop time estimation unit 12, a power consumption amount map storage unit 13, a power consumption amount estimation unit 14, and an optimum route selection unit 15. The track 1 may be notified. In this case, the optimum route to be selected may be notified not to the electric truck 1 itself but to the portable terminal or the like of the driver of the electric truck 1.

  The data recording unit 33 is composed of a general hard disk or semiconductor memory. Further, the data recording unit 33 can easily store, retrieve, and rewrite various types of information under the control of the arithmetic control unit 32.

  Next, a method for selecting an optimum route by the travel route selection system (vehicle ECU 2) of the present invention will be specifically described with reference to FIGS. Here, FIG. 3 is a flowchart showing a control routine related to optimum route selection executed by the vehicle ECU 2 of the present embodiment. FIG. 4 is a route conceptual diagram related to the optimum route selection executed by the vehicle ECU of the present embodiment.

  First, the map information acquisition part 11 of vehicle ECU2 acquires the map information recorded on the data recording part 33 of the data server 30 via the communication part 3 (step S1: map information acquisition step). At this time, the map information acquisition unit 11 may acquire a part of the map information from the navigation device 4. Specifically, the map information acquisition unit 11 acquires various types of information on a plurality of transportation routes (for example, the first route, the second route, and the third route in FIG. 4) that are selection candidates.

  In the embodiment, it is assumed that the transportation route having a relatively short traveling distance and the most frequent stopping is the first route, and that the traveling distance is a relatively medium distance and the stopping is also another route. The second route is assumed to be the second route, and the third route is assumed to be a route that has the longest travel distance but is less likely to stop by using a bypass or highway. .

  Next, the stop time estimation unit 12 of the vehicle ECU 2 estimates the stop time for each transportation route based on the map information acquired by the map information acquisition unit 11 (step S2: stop time estimation step). Specifically, the stop time estimation unit 12 uses the map information to stop the electric truck 1 such as waiting for a signal, natural traffic jam, construction traffic jam information, and traffic jam (stops A to I in FIG. 4). And the stop time at each stop point is estimated. As for the more specific stop of the first route, as shown in FIG. 4, the signal is waited for 1 minute at each point of stop A, stop C, and stop D, and further, stop due to traffic jam at the point of stop B Estimated to be done for 20 minutes. As for the stop of the second route, as shown in FIG. 4, it is estimated that the signal waiting will be performed for 1 minute at each point of stop E and stop G, and further, the stop due to the construction congestion will be performed for 10 minutes at the point of stop F. doing. As for the stop of the third route, as shown in FIG. 4, although it waits for 1 minute at each point of stop H and stop I, it is estimated that there is no stop due to natural traffic jam, construction traffic information, accident traffic jam .

  Next, based on the stop time estimated by the stop time estimation unit 12 and the stop time power consumption map shown in FIG. 2, the power consumption amount estimation unit 14 of the vehicle ECU 2 stops for each transportation route that is a selection candidate. The amount of power consumption related to is estimated. (Step S3: Power consumption estimation step). More specifically, the power consumption amount estimation unit 14 substitutes the value of each stop time supplied from the stop time estimation unit 12 into the mathematical expression representing the graph that is the travel time power consumption map of FIG. The power consumption of the route is calculated. In the present embodiment, as shown in FIG. 2, since the stop time of the third route is the shortest, it is estimated that the power consumption related to the stop time on the third route is the smallest, and then the power consumption is the smallest. The route is estimated as the second route, and the route with the largest amount of power consumption is estimated as the first route.

  Next, the optimum route selection unit 15 of the vehicle ECU 2 selects an optimum route based on basic information including information on the power consumption of each transportation route (step S4: optimum route selection step). Specifically, the optimal route selection unit 15 selects the transportation route that has the lowest power consumption as the optimal route in the stop-time power consumption map of FIG. In the present embodiment, since the power consumption of the third route is the smallest, the third route is selected as the optimum route.

  In addition, as other information other than the map information, if the basic information includes various information such as real-time traffic jam information and driving performance data including power consumption information for past stop times, these information should be considered. The optimum route may be selected. That is, not only the information on the power consumption described above but also other information that can comprehensively improve the power consumption may be taken into consideration to select a more optimal transportation route. Here, the other information may be information stored in a memory (not shown) in the electric truck 1, and is information stored outside the vehicle and acquired via the communication unit 3. It may be information.

  Thereafter, the vehicle ECU 2 supplies information related to the optimum route (third route) to the navigation device 4, and travel guidance by the navigation device 4 is started.

  From the above, according to the electric truck traveling route selection system and the electric truck traveling route selection method according to the present embodiment, the optimum route is selected based on the basic information including information on the power consumption related to the stop time. It becomes possible to visualize the transportation cost and to select a transportation route capable of improving the electricity cost as compared with the conventional case. In other words, according to the electric truck traveling route selection system and the electric truck traveling route selection method according to the present embodiment, the electric cost can be further improved and the transportation cost can be reduced.

  In the description according to the above embodiment, a transportation route that connects only the transportation start point O and the delivery destination that is the destination is assumed, but the route passes through another delivery destination, a collection destination, and a collection destination during the transportation. A transport route may be assumed.

<Second embodiment>
Hereinafter, a second embodiment of the present invention will be described with reference to the drawings.

  The structure of the electric truck 1, the structure of the wireless communication network 20, and the data server 30 in the second embodiment are the same as the form shown in FIG. 1 in the first embodiment. However, in the second embodiment, compared to the first embodiment, the processing of the stop time estimation unit 12 and the power consumption amount estimation unit 14 and the data stored in the power consumption amount map storage unit 13 are different. The optimum route selection method in the optimum route selection unit 15 is different. Therefore, different parts will be described with reference to FIG. 1, and an optimum route selection method in the optimum route selection unit 15 according to the second embodiment will be described below.

  About the stop time estimation part 12 which concerns on 1st embodiment, although only the stop time was estimated, you may further estimate the average vehicle speed in driving | running | working except the stop time. That is, the stop time estimation unit 12 also functions as an average vehicle speed estimation unit (average vehicle speed estimation means). The reason for estimating the average vehicle speed is to improve the accuracy of selecting the optimum route in the optimum route selection method according to the first embodiment, further considering the power consumption related to the average vehicle speed.

  For specific estimation of the average vehicle speed, the required time from the transportation start point of the electric truck 1 to the final boarding / unloading point is estimated for each transportation route as a selection candidate. Subsequently, the average vehicle speed during traveling excluding the stop time is calculated by subtracting the stop time from the required time.

  The power consumption map storage unit 13 according to the present embodiment stores a travel power consumption map shown in FIG. 5 in advance in addition to the stop power consumption map shown in FIG. Here, the travel power consumption map is a map for estimating the power consumption consumed by the electric truck 1 when the electric truck 1 travels at a predetermined average vehicle speed without stopping on a predetermined route. In particular, the curve graph shown in FIG.

  In FIG. 5, the horizontal axis represents the average vehicle speed of the electric truck 1, and the vertical axis represents the power consumption of the electric truck 1. Here, the average vehicle speed related to the horizontal axis is the average value of the vehicle speed related only to actual travel without including the stoppage time as described above. Further, the travel time power consumption map shown in FIG. 5 travels various travel routes by a plurality of electric trucks, calculates an average vehicle speed and power consumption related to the travel, and outputs a plurality of calculation results (white circles in FIG. 5). This is an approximate curve obtained from “○”.

  As shown in FIG. 5, the travel-time power consumption map according to the present embodiment can be classified into three vehicle speed regions (that is, the horizontal axis): a low speed region, a medium speed region, and a high speed region. Here, the low speed region is a vehicle speed region in which the power consumption efficiency is relatively deteriorated due to the influence of the acceleration resistance. The high speed region is a vehicle speed region where power consumption efficiency is relatively deteriorated due to the influence of air resistance. On the other hand, the medium speed region is a region where the power consumption efficiency is better than the low speed region and the high speed region.

  And in the low speed region of the travel time power consumption map according to the present embodiment, since the average vehicle speed is small compared to the medium speed region, the air resistance is small compared to the medium speed region, Since it is assumed that the acceleration / deceleration is larger in comparison, it is considered that the acceleration resistance is larger than that in the medium speed region. On the other hand, in the high speed region of the travel energy consumption map according to the present embodiment, the average vehicle speed is larger than the medium speed region, so that the air resistance is larger than the medium speed region, Since it is assumed that the acceleration / deceleration is small compared with the above, it is considered that the acceleration resistance is small compared with the medium speed region. That is, the travel time power consumption map according to the present embodiment is calculated in consideration of air resistance variation and acceleration resistance variation during travel. In addition, the travel time power consumption map according to the present embodiment may take gradient resistance variation into consideration.

  5 is updated based on the actual power consumption data of only the own vehicle accumulated in the electric truck 1 or the actual electric power consumption data of other vehicles supplied from the outside of the electric truck 1. May be.

  Further, the power consumption amount estimation unit 14 according to the present embodiment estimates the power consumption amount related to the stop time as in the first embodiment, the average vehicle speed estimated by the stop time estimation unit 12, and the travel of FIG. Based on the hourly power consumption map, the power consumption related to the average vehicle speed is also estimated for each of a plurality of transportation routes. More specifically, the power consumption amount estimation unit 14 uses each average vehicle speed data (value on the horizontal axis) supplied from the stop time estimation unit 12 to each of the travel time power consumption map shown in FIG. The power consumption (value on the vertical axis) of the transport route is calculated.

  Further, the optimum route selection unit 15 considers the information on the power consumption related to the stop time and the information on the power consumption related to the average vehicle speed, and the optimum route to be traveled by the electric truck 1 that can further improve the power consumption. Select a route. That is, in the present embodiment, the basic information includes information on the amount of power consumption related to the average vehicle speed.

  Next, the optimum route selection method by the travel route selection system (vehicle ECU 2) of the present invention will be described in detail with reference to FIGS. 1, 2, and 4 to 6. FIG. Here, FIG. 6 is a flowchart showing a control routine related to the optimum route selection executed by the vehicle ECU 2 of the present embodiment.

  First, the map information acquisition part 11 of vehicle ECU2 acquires the map information recorded on the data recording part 33 of the data server 30 via the communication part 3 (step S11: map information acquisition step). Since the specific processing content in the map information acquisition step is the same as the map information acquisition step in step S1 in the first embodiment, description thereof is omitted.

  Next, the stop time estimation unit 12 of the vehicle ECU 2 estimates the stop time for each transportation route based on the map information acquired by the map information acquisition unit 11 (step S12: stop time estimation step). Since the specific processing content in the stop time estimation step is the same as the stop time estimation step in step S2 in the first embodiment, description thereof is omitted.

  Next, the stop time estimation unit 12 of the vehicle ECU 2 estimates the average vehicle speed during traveling excluding the estimated stop time (step S13: average vehicle speed estimation step). More specifically, the stop time estimation unit 12 calculates the travel distances of the first route, the second route, and the third route shown in FIG. 4 from the map information. Further, since the map information includes information that is important for estimating various travel times such as gradient information, signal information, and traffic jam information, the stop time estimation unit 12 considers such information. Then, the travel time of each transport route (the required time from the transport start point O to the delivery destination) is calculated. Thereafter, the stop time estimation unit 12 subtracts the stop time estimated in the above step from the travel time, and estimates the average vehicle speed during travel excluding the stop time for each transport route.

  Next, the power consumption amount estimation unit 14 of the vehicle ECU 2 is based on the stop time estimated by the stop time estimation unit 12 and the stop time power consumption amount map shown in FIG. Based on the average vehicle speed and the travel-time power consumption map shown in FIG. 5, the power consumption is estimated for each transportation route that is a selection candidate. (Step S14: power consumption estimation step).

  More specifically, the power consumption amount estimation unit 14 substitutes the value of each stop time supplied from the stop time estimation unit 12 into the mathematical expression representing the stop time power consumption map of FIG. The amount of power consumption related to the route stop time is calculated. Since the calculation result of the power consumption is the same as that of the first embodiment, the description thereof is omitted.

  Further, the power consumption amount estimation unit 14 substitutes the value of each average vehicle speed supplied from the stop time estimation unit 12 for the mathematical expression representing the graph of the travel time power consumption amount map of FIG. The amount of power is calculated. In the present embodiment, as shown in FIG. 5, the estimation result of the first route is plotted in the low speed region, the estimation result of the second route is plotted in the medium speed region, and the estimation result of the third route is in the low speed region. It is plotted. For this reason, it is estimated that the power consumption estimated about the 2nd route becomes smaller than the power consumption assumed about the 1st route and the 3rd route.

  Here, since the number of stops is greater on the first route than on the second route, the acceleration / deceleration of the electric truck 1 increases, and the acceleration resistance increases. In addition, since the number of stops is greater on the first route than on the second route, the average vehicle speed of the electric truck 1 is a low speed region in which the power consumption efficiency is relatively poor. For this reason, it is predicted that the power consumption in the first route is relatively large.

  On the other hand, the third route has fewer stops than the second route, so the acceleration / deceleration of the electric truck 1 is reduced and the acceleration resistance is reduced. However, since the vehicle travels at a high speed, the average vehicle speed of the electric truck 1 is also low. The air resistance increases. For this reason, it is predicted that the average vehicle speed of the electric truck 1 is a high speed region where the power consumption efficiency is relatively poor, and the power consumption amount in the third route is relatively large.

  The second route does not use a bypass or highway, and the number of stops is small, so that acceleration resistance and air resistance are smaller than those of the first route and the third route. For this reason, it is predicted that the power consumption in the second route is relatively small.

  Next, the optimum route selection unit 15 of the vehicle ECU 2 selects the optimum route based on basic information including information on the power consumption amount of each transportation route (the power consumption amount related to the stoppage time and the power consumption amount on the average vehicle speed). (Step S15: Optimal route selection step). Specifically, the optimum route selection unit 15 compares the power consumption amount and the total power consumption amount with the power consumption amount related to the stop time and the average vehicle speed, and optimizes the transportation route estimated to have the smallest total power consumption amount. Select as a route. As a result of comparing the total power consumption of each route, for example, when it is estimated that the total power consumption in the second route is the smallest, the second route is selected as the optimum route.

  Thereafter, the vehicle ECU 2 supplies information related to the optimum route (second route) to the navigation device 4, and travel guidance by the navigation device 4 is started.

  From the above, even with the electric truck travel route selection system and the electric truck travel route selection method according to the present embodiment, the information on the power consumption related to the stop time and the consumption related to the average vehicle speed during the travel excluding the stop time. Since the optimum route is selected based on basic information including information on the amount of electric power, it becomes possible to visualize the transportation cost and to select a transportation route that can improve the electricity cost as compared with the conventional method. In other words, according to the electric truck traveling route selection system and the electric truck traveling route selection method according to the present embodiment, the electric cost can be further improved and the transportation cost can be reduced.

  In particular, in the present embodiment, the optimal route is selected based on the information on the power consumption related to the average vehicle speed in addition to the information on the power consumption related to the stop time. It becomes possible.

  In the above embodiment, the stop time estimation unit 12 also functions as an average vehicle speed estimation unit that estimates the average vehicle speed of each transportation route. However, the average vehicle speed estimation unit (average vehicle speed estimation unit) estimates the average vehicle speed. ) May be provided independently.

1 Electric truck 2 Vehicle ECU (travel route selection system)
3 Communication Unit 4 Navigation Device 11 Map Information Acquisition Unit (Map Information Acquisition Unit)
12 Stop time estimation unit (stop time estimation means)
13 Power consumption map storage unit (Power consumption map storage means)
14 Power consumption estimation unit (power consumption estimation means)
15 Optimal route selection section (optimum route selection means)
20 wireless communication network 30 data server 31 communication unit 32 arithmetic control unit 33 data recording unit

Claims (1)

An electric truck travel route selection system using a motor driven by electric power supplied from a battery as a drive source,
Map information acquisition means for acquiring map information including transportation route information of a plurality of transportation routes as selection candidates;
Stop time estimation means for estimating a stop time for each of the plurality of transportation routes;
A power consumption map storage unit that pre-stores a stoppage power consumption map that estimates power consumption corresponding to a stop time in which the electric truck stops in a key-on state for a predetermined time; and
Based on the stop time estimated by the stop time estimation means and the stop time power consumption map, the power consumption estimation means for estimating the power consumption for each of the plurality of transportation routes;
An electric truck travel route selection system comprising: an optimum route selection unit that selects an optimum route based on basic information including information on the power consumption for each of the plurality of transportation routes.

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