JP2010102660A - Vehicle group traveling support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle group traveling support device achieving vehicle group traveling having excellent energy efficiency. <P>SOLUTION: A vehicle group traveling control part 1 supporting the traveling of a vehicle group having vehicles each allowing a regenerative brake has: an energy efficiency calculation part 12 for calculating regenerative energy capable of being regenerated in each traveling order based on a traveling plan of each traveling order in the vehicle group and regenerative capability of the vehicle, and calculating energy efficiency of the whole vehicle group in each arrangement way of the vehicles in the vehicle group based on the regenerative energy; and a traveling support part 13 for determining the arrangement way of the vehicles in the vehicle group based on the energy efficiency, and supporting the traveling. Thereby, the energy efficiency of the whole vehicle group can be calculated in each arrangement way of the vehicles in consideration of difference of the traveling plan by the traveling order and difference of the regenerative capability of each vehicle to determine the arrangement way of the vehicles having the excellent energy efficiency as the whole vehicle group. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle group traveling support device that supports vehicle group traveling.

2. Description of the Related Art Conventionally, a device that supports formation of a vehicle group is known as a device that supports vehicle group travel (see, for example, Patent Document 1). The device of Patent Document 1 calculates a braking distance of each vehicle from the braking characteristics received from each vehicle in the vehicle group, and forms the vehicle group so that a vehicle having a long braking distance is arranged forward.
JP-A-10-293899

  However, in the conventional vehicle group driving support device, for example, when a hybrid vehicle having a regeneration system is present in the vehicle group, braking exceeding the regeneration capability may occur in the subsequent hybrid vehicle due to braking of the preceding vehicle. is there. When such a situation occurs, there is a risk that energy efficiency of the entire vehicle group may be hindered.

  Accordingly, the present invention has been made to solve such a technical problem, and an object of the present invention is to provide a vehicle group traveling support device capable of realizing vehicle group traveling with excellent energy efficiency.

  That is, the vehicle group travel support device according to the present invention is a vehicle group travel support device that supports the travel of a vehicle group having a vehicle configured to be regeneratively braking, and includes a travel plan and a vehicle for each travel order in the vehicle group. Energy efficiency calculation means for calculating regenerative energy that can be regenerated for each driving order based on the regenerative capacity of the vehicle, and calculating energy efficiency of the entire vehicle group for each arrangement of vehicles in the vehicle group based on the regenerative energy, and energy efficiency Vehicle order support means for determining the arrangement of the vehicles in the vehicle group based on the above and assisting the traveling.

  According to the present invention, the regenerative energy for each travel rank of the vehicle is calculated based on the travel plan for each travel rank in the vehicle group and the regeneration capability of the vehicle configured to be capable of regenerative braking, and the calculated regenerative energy is calculated. Based on this, the energy efficiency of the entire vehicle group can be calculated for each arrangement of vehicles in the vehicle group, and the vehicle arrangement can be determined based on the calculated energy efficiency to support driving. In this way, the energy efficiency of the entire vehicle group can be calculated for each arrangement of the vehicles, taking into account the difference in the driving plan according to the driving order and the difference in the regenerative capacity of each vehicle. It is possible to determine how to arrange good vehicles. Therefore, it is possible to realize vehicle group traveling with excellent energy efficiency.

  Here, the energy efficiency calculation means uses an acceleration pattern as a travel plan, calculates a regenerative braking deceleration and a regenerative braking frequency based on the acceleration pattern and the regenerative ability of the vehicle, and calculates regenerative energy for each travel rank. May be.

  Further, it is preferable that the vehicle ranking support means assists the vehicle so that it travels in a manner in which the vehicles are arranged with the maximum energy efficiency. By configuring in this way, it is possible to determine the arrangement of vehicles with the most energy efficiency and to support driving.

  The energy efficiency calculation means preferably uses the maximum regeneration deceleration and energy storage capacity as the regeneration capacity. With this configuration, it is possible to calculate the energy efficiency of the entire vehicle group in consideration of the capacity limitation of the battery or the like. As a result, the energy efficiency of the entire vehicle group can be calculated with high accuracy, so that it is possible to accurately determine the way in which vehicles with excellent energy efficiency are arranged and support driving.

  Further, it is preferable that the energy efficiency calculation means calculates the energy efficiency of the entire vehicle group in consideration of air resistance based on a difference in arrangement of vehicles. With such a configuration, the energy efficiency of the entire vehicle group can be calculated in consideration of the effect of reducing the air resistance in the vehicle group traveling. As a result, the energy efficiency of the entire vehicle group can be calculated with high accuracy, so that it is possible to accurately determine the way in which vehicles with excellent energy efficiency are arranged and support driving.

  Furthermore, when the vehicle group travels following the manually driven vehicle and the manually driven vehicle decelerates beyond the maximum regenerative deceleration of the following vehicle, the deceleration amount exceeding the regenerative capacity of the subsequent vehicle is detected. It is preferable to provide deceleration control means for reducing the deceleration of the manually operated vehicle by the deceleration.

  By configuring in this way, it is possible to avoid the waste of dynamic energy and the like by the subsequent vehicle performing braking exceeding the regenerative capacity, so that it is possible to realize vehicle group traveling with excellent energy efficiency. It becomes possible.

  According to the present invention, it is possible to realize vehicle group traveling with excellent energy efficiency.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals, and redundant description is omitted.

(First embodiment)
The vehicle group travel support device according to the present embodiment is a device that supports the travel of the vehicle group, and is suitably employed when, for example, the vehicle rank in the vehicle group is determined and traveled.

  First, the configuration of the vehicle group traveling support apparatus (vehicle group traveling control unit) according to the present embodiment will be described. FIG. 1 is a block diagram illustrating a configuration of a vehicle 3 including a vehicle group traveling control unit 1 according to an embodiment of the present invention.

  A vehicle 3 shown in FIG. 1 is, for example, a vehicle having an automatic driving function and configured to be able to travel in a vehicle group, and includes a hybrid system 30 including a motor (not shown) and a battery (not shown).

  The hybrid system 30 has a function of causing the vehicle 3 to travel by driving two drive sources of the engine and the motor alone or in combination. The motor has a function of being driven by electric power supplied from a battery or electric power supplied via a generator (not shown). Further, the hybrid system 30 has a function of performing regenerative control in which a motor is rotated to convert kinetic energy into electric energy by a regenerative brake or a generator. That is, the motor also functions as a generator. The hybrid system 30 has a function of charging the battery with the obtained electrical energy. The hybrid system 30 is connected to an ECU (Electronic Control Unit) 10 described later, and has a function of performing drive control and regenerative control based on a signal output from the ECU 10.

  The vehicle 3 includes, for example, a sensor 20, a navigation system 21, a GPS (Global Positioning System) receiver 22, a communication device 23, an ECU (Electronic Control Unit) 10, a steering actuator 31, a brake actuator 32, and a throttle actuator 33. ing. Here, GPS is a measurement system using a satellite, and is preferably used for grasping the current position of the host vehicle. The ECU is a computer of an electronically controlled automobile device, and includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output interface, and the like.

  The sensor 20 has a function of acquiring travel environment information around the vehicle 3 and vehicle state information of the vehicle 3. Examples of the sensor 20 include a lane recognition sensor and an image sensor for recognizing a traveling lane of the vehicle 3, an electromagnetic wave sensor and a millimeter wave sensor that detect obstacles and subsequent vehicles around the vehicle 3 and acquire distance information, and a yaw rate A sensor for detecting the SOC (State Of Charge) of the battery, a sensor for detecting the rotational speed of the motor, a sensor for detecting the rotational speed of the engine, a steering angle sensor for detecting the steering angle and the tire angle, An acceleration sensor that detects acceleration, a wheel speed sensor that measures wheel speed, and the like are used. The sensor 20 has a function of outputting the acquired information to the ECU 10.

  The navigation system 21 has a function of performing route guidance to a predetermined point (for example, a destination). Further, the navigation system 21 has a function of reading road information in the vicinity of the current traveling from, for example, a map database and outputting the road information to the ECU 10 as a navigation signal. Further, the navigation system 21 has a function of outputting traffic information such as traffic light lighting information to the ECU 10 as a navigation signal.

  The GPS receiver 22 has a function of receiving position information of the vehicle 3. The GPS receiver 22 has a function of outputting the received position information to the ECU 10.

  The communication device 23 has a function of transmitting / receiving information to / from a driving support device and other vehicles arranged on the road side. The communication device 23 is configured to be able to input and output with the ECU 10, and has a function of outputting received information to the ECU 10 and transmitting information input from the ECU 10.

  The ECU 10 includes a vehicle group travel plan generation unit 11, an energy efficiency calculation unit (energy efficiency calculation unit) 12, and a travel support unit (vehicle ranking support unit) 13, and the vehicle is operated by the energy efficiency calculation unit 12 and the travel support unit 13. A group traveling control unit 1 is configured.

  The vehicle group travel plan generation unit 11 has a function of generating, as a travel plan, for example, a speed pattern indicating a speed depending on time or distance and an acceleration pattern indicating an acceleration depending on time or distance. The vehicle group travel plan generation unit 11 has a function of generating a travel plan for each travel rank (arrangement) in the vehicle group as a travel plan for the entire vehicle group. For example, it has a function of grasping the number of vehicles constituting the vehicle group by inter-vehicle communication or the like and generating a number of travel plans corresponding to the number of vehicles.

  For example, as shown in FIG. 2, the vehicle group travel plan generation unit 11 has a function of setting a target advance position at a predetermined time for each travel rank in the vehicle group. FIG. 2 is a graph showing the time dependency of the target travel position of each vehicle in a group of three vehicles, where the vertical axis represents the target travel position and the horizontal axis represents time. In addition, the distance between the first vehicle and the second vehicle from the head at time t is indicated as L1, and the distance between the second vehicle and the third vehicle is indicated as L2. In the vehicle group traveling, it is preferable to adopt a traveling plan that increases the inter-vehicle distances L1, L2, etc. according to the speed, for failsafe or the like. For this reason, in an ideal travel plan for a vehicle in a vehicle group that takes into consideration the safety, the distance between vehicles necessary for formation of the vehicle group, and the ride comfort, the acceleration pattern varies depending on the travel order. The vehicle group travel plan generation unit 11 has a function of generating a speed pattern and an acceleration pattern for each travel rank, for example, based on the target travel position shown in FIG. In addition, the vehicle group travel plan generation unit 11 has a function of outputting the speed pattern and the acceleration pattern for each generated travel order to the energy efficiency calculation unit 12.

  The energy efficiency calculation unit 12 has a function of calculating regenerative energy that can be regenerated based on the acceleration pattern for each travel rank output by the vehicle group travel plan generation unit 11 and the regenerative ability of the vehicle 3. The regenerative capability of the vehicle 3 is defined by, for example, the maximum deceleration (maximum regenerative deceleration) at which regenerative braking is possible. Further, the maximum regeneration deceleration is defined by, for example, a regeneration mechanism provided in the hybrid system 30 or a battery input density. The energy efficiency calculation unit 12 has a function of setting the deceleration in the deceleration zone to the deceleration during regenerative braking (regenerative deceleration) if the deceleration of the acceleration pattern does not exceed the regenerative capability of the vehicle 3 in a predetermined travel order. have. On the other hand, for example, if the acceleration pattern deceleration exceeds the maximum regeneration deceleration, the maximum regeneration deceleration is provided as a function of the regeneration deceleration. In other words, the energy efficiency calculation unit 12 has a function of generating an acceleration pattern of regenerative braking performed in the travel stroke based on the speed pattern and the regenerative ability. And based on the acceleration pattern by this regenerative braking, it has the function which inputs the regenerative deceleration and the frequency of regenerative braking, and calculates the energy (regenerative energy) which can charge a battery by regenerative braking. Moreover, the energy efficiency calculation part 12 has a function which calculates the regenerative energy of the vehicle 3 in all the driving | running | working orders with the same calculation method. Furthermore, when the presence of a vehicle that can be regeneratively braked other than the vehicle 3 is recognized by inter-vehicle communication or the like, a function for calculating regenerative energy for each travel rank is provided for a vehicle that can be regeneratively braked in the same manner. is doing.

  And the energy efficiency calculation part 12 has a function which calculates energy efficiency for every arrangement | sequence of the vehicle in a vehicle group based on the regeneration energy for every calculated driving | running | working order. For example, in a predetermined arrangement of vehicles, the vehicle has a function of calculating the sum of the regenerative energy that can be regenerated by each vehicle to obtain the regenerative energy of the entire vehicle group. And it has the function to calculate the regenerative energy of the whole vehicle group for every arrangement of all the vehicles. And based on the calculated regenerative energy of the whole vehicle group, it has a function which calculates energy efficiency for every arrangement of vehicles. The energy efficiency calculation unit 12 has a function of calculating the energy efficiency as the regenerative energy of the entire vehicle group increases. For example, as the energy efficiency, a ratio between the amount of energy used for traveling the vehicle and the amount of energy generated when the fuel is actually used is used. Further, the energy efficiency calculation unit 12 has a function of outputting the calculated energy efficiency to the travel support unit 13.

  The driving support unit 13 has a function of determining how the vehicles are arranged based on the energy efficiency calculated by the energy efficiency calculating unit 12 for every arrangement of all the vehicles. The driving support unit 13 determines, for example, how to arrange the vehicles that maximize the energy efficiency among the calculated energy efficiency of the entire vehicle group, that is, how to arrange the vehicles that maximize the regenerative energy of the entire vehicle group. It has a function to set to. The travel support unit 13 has a function of performing travel support for the steering actuator 31, the brake actuator 32, the throttle actuator 33, and the hybrid system 30 so that the set travel order is achieved. The steering actuator 31, the brake actuator 32, and the throttle actuator 33 are mechanical components that control the traveling of the vehicle. As the steering actuator 31, for example, a steering angle control motor or the like is used. As the brake actuator 32, for example, a valve or the like for adjusting the brake hydraulic pressure of each wheel is used. As the throttle actuator 33, for example, a throttle valve is used. The driving support unit 13 has a function of outputting the set arrangement of vehicles to the communication device 23 and transmitting the target driving rank to other vehicles in the vehicle group via the communication device 23.

  Next, the operation of the vehicle group traveling control unit 1 according to the first embodiment will be described. FIG. 3 is a flowchart showing the operation of the vehicle group traveling control unit 1 according to the first embodiment. The control process shown in FIG. 3 is repeatedly executed at a predetermined timing after, for example, the ignition is turned on or the execution button provided on the vehicle 3 is turned on. In consideration of ease of understanding, an example in which the vehicle group is configured by three hybrid vehicles 3A to 3C will be described below. The hybrid vehicles 3A to 3C have the same configuration as the vehicle 3, and the control processing shown in FIG. 3 is executed by the vehicle group traveling control unit 1 provided in the vehicle 3A.

The control process shown in FIG. 3 is started from a travel plan input process (S10). The process of S10 is a process which the energy efficiency calculation part 12 performs, and inputs the travel plan of the driving | running | working orders 1-3 in the vehicle group produced | generated by the vehicle group travel plan production | generation part 11. For example, the energy efficiency calculation unit 12 inputs speed patterns V ₁ (t), V ₂ (t), and V ₃ (t) shown in FIG. In FIG. 4B, the vertical axis indicates the speed, and the horizontal axis indicates the time. The speed patterns V ₁ (t), V ₂ (t), and V ₃ (t) are the driving ranks 1, 2, 3, respectively. The speed pattern in the case of The input speed patterns V ₁ (t), V ₂ (t), and V ₃ (t) indicate that the braking distance increases as the traveling rank increases, that is, the absolute acceleration / deceleration increases as the traveling rank increases. It is a speed pattern in which the value decreases. Further, the energy efficiency calculation unit 12, FIG. 4 speed pattern _V 1 shown in _{(b) (t), V} 2 (t), V 3 acceleration pattern _a 1 vehicle rank 1-3 corresponding to (t) (t ), A ₂ (t), and a ₃ (t) are respectively input (FIG. 4A). In FIG. 4A, the vertical axis represents acceleration and the horizontal axis represents time. By the process of S10, for example, as shown in FIG. 5A, a travel plan table for each travel rank can be created. When the process of S10 ends, the process proceeds to the maximum regeneration deceleration input process (S12).

The process of S12 is a process executed by the energy efficiency calculation unit 12 and inputs the maximum regeneration decelerations a _{l_A} , a _{l_B} , and a _{l_C} of the hybrid vehicles 3A to 3C constituting the vehicle group. The energy efficiency calculation unit 12 inputs the maximum regenerative deceleration _{al_A} of the vehicle 3A based on, for example, specification information stored on the memory of the _host vehicle. Further, for example, the maximum regeneration decelerations a _{l_B} and a _{l_C} of the vehicles 3B and 3C are input based on vehicle specification information output to the ECU 10 by inter-vehicle communication by the communication device 23. By the process of S12, for example, as shown in FIG. 5B, a table of the maximum regeneration deceleration for each vehicle can be created. When the process of S12 ends, the process proceeds to a regenerative energy calculation process (S14).

The process of S14 is a process which the energy efficiency calculation part 12 performs, and calculates the regenerative energy J of the whole vehicle group. The energy efficiency calculation unit 12 calculates the regenerative energy J _n (n: vehicle rank) that can be regenerated in the entire target travel, when each of the vehicles 3A to 3C has the run ranks 1 to 3. First, the energy efficiency calculation unit 12 performs regenerative braking based on the acceleration patterns a ₁ (t), a ₂ (t), a ₃ (t) and the maximum regenerative decelerations a _{l_A} , a _{l_B} , a _{l_C} of each vehicle. Calculate the regeneration deceleration at the time. If the absolute value of the deceleration defined by the acceleration patterns a ₁ (t), a ₂ (t), and a ₃ (t) does not exceed the absolute values of the maximum regeneration decelerations a _{l_A} , a _{l_B} , a _{1_C} , Since the regenerative brake operates effectively, the deceleration defined by the acceleration patterns a ₁ (t), a ₂ (t), and a ₃ (t) is the regenerative deceleration. On the other hand, when the regenerative capacity of the vehicle is exceeded, that is, when the maximum regenerative deceleration a _{l_A} , a _{l_B} , a _{l_C} is exceeded, the regenerative brake cannot generate any more braking force. Actuate a hydraulic brake, etc. to generate deceleration that exceeds the maximum regenerative deceleration. That is, in the case of deceleration exceeding the maximum regeneration deceleration a _{l_A} , a _{l_B} , a _{l_C} , the regeneration deceleration becomes the maximum regeneration deceleration a _{l_A} , a _{l_B} , a _{l_C} , and the energy related to the excess deceleration The heat is wasted by operating the hydraulic brake. For this reason, the energy efficiency calculation part 12 determines whether the absolute value of the deceleration in each driving | running | working order is larger than the absolute value of the maximum regeneration deceleration of each vehicle 3A-3C.

Here, considering the ease of understanding the explanation, the case of the vehicle 3A among the vehicles 3A to 3C will be described as an example. It is _assumed that the maximum regeneration deceleration _{al_A} of the vehicle 3A has a magnitude indicated by a two-dot chain line in FIG.

For example, when the vehicle 3A travels in the travel order 1, travel control is performed based on the acceleration pattern a ₁ (t), and therefore the deceleration generated during deceleration is greater than the maximum regenerative deceleration _{al_A} . For this reason, the regeneration deceleration a _r when the vehicle 3A travels in the traveling order 1 is the maximum regeneration deceleration _{al_A} of the vehicle 3A. Similarly, the regenerative deceleration a _r when the vehicle 3A travels in the traveling rank 2 is the maximum regenerative deceleration a _{l_A} of the vehicle 3A. On the other hand, when the vehicle 3A travels in the travel rank 3, since the travel control is based on the acceleration pattern a ₃ (t), the deceleration generated during deceleration is smaller than the maximum regenerative deceleration _{al_A} . For this reason, the regenerative deceleration a _r when the vehicle 3A travels in the traveling rank 3 is a deceleration defined by the acceleration pattern a ₃ (t).

The energy efficiency calculation unit 12 generates regenerative energy based on the calculated regenerative deceleration a _r and calculates regenerative energy J _n that can be regenerated during the entire travel stroke. Energy efficiency calculation unit 12, for example, when the vehicle 3A travels at a predetermined running order, and the integration time over the regenerative energy to total travel stroke, calculates the regenerative energy J _n. Here, assuming that the weight of the vehicle 3A is m and the braking force is F _r , the regenerative energy J _n when the vehicle 3A travels in the traveling order _n is expressed by the following equation 1.

By using Equation 1, the regenerative energy J _{n of the} entire travel stroke can be calculated based on the regenerative deceleration a _r and the regenerative braking frequency. Energy efficiency calculation section 12 calculates the regenerative energy _J 1 through J ₃ in the case where the traveling vehicle 3A is the running order 1-3 using Equation 1. Similarly, the vehicle 3B, the well 3C, calculates the regenerative energy _J 1 through J ₃ in the case where the vehicle travels the travel order 1-3.

Next, the energy efficiency calculation unit 12 derives the arrangement of the vehicles 3A to 3C and calculates the regenerative energy J of the entire vehicle group. Since the number of vehicles is 3, the energy efficiency calculation unit 12 is 3! Relative arrangement of street assign regenerative energy _J 1 through J ₃ calculated. For example, by combining a vehicle traveling ranking and illustration of FIG. 5 (a) 5 (b) , as shown in FIG. 5 (c), assign the regenerative energy J ₁ through J ₃ calculated for each running order, Regenerative energy J is calculated for each arrangement of vehicles. Here, the regenerative energy J is expressed as the sum of the regenerative energies J _{1 to} J ₃ . As described above, the energy efficiency calculation unit 12 calculates the regenerative energy J for all six ways of arranging the vehicles. If the regenerative energy J is calculated, the process of S14 will be complete | finished and it transfers to a vehicle order determination process (S16).

  The process of S16 is a process that is executed by the energy efficiency calculation unit 12 and the travel support unit 13 and determines the arrangement of vehicles having the best energy efficiency based on the regenerative energy J generated by the process of S14. The energy efficiency calculation unit 12 calculates energy efficiency based on, for example, a ratio between the amount of energy used for vehicle travel and the amount of energy generated when the fuel is actually used. Therefore, the greater the regenerative energy J, the greater the energy efficiency. Next, the driving support unit 13 selects the arrangement of vehicles having the greatest energy efficiency. For example, a method of arranging vehicles having the largest regenerative energy J out of the six regenerative energies J shown in FIG. When the process of S16 ends, the control process shown in FIG. 3 ends.

  By executing the control process shown in FIG. 3, it is possible to determine the arrangement of vehicles having the best energy efficiency. The driving support unit 13 outputs a command to the hybrid system 30, the steering actuator 31, the brake actuator 32, and the throttle actuator 33 of the vehicle 3 </ b> A so that the vehicles are arranged according to the control process shown in FIG. 3. And the way of arrangement of vehicles determined with respect to vehicles 3B and 3C is transmitted via communication device 23. By traveling based on the received vehicle arrangement, the vehicles 3B and 3C can travel in the vehicle group in the vehicle arrangement determined by the control process shown in FIG. As a result, the vehicle group can travel in a manner in which vehicles with good energy efficiency are arranged.

As described above, according to the vehicle group traveling control unit 1 according to the first embodiment, the acceleration patterns a ₁ (t), a ₂ (t), a ₃ (t) for each of the traveling ranks 1 to 3 in the vehicle group, and based on the regenerative capacity of the regenerative braking can-configured vehicle 3A-3C, the regenerative energy _J 1 through J ₃ which calculates the regenerative energy _J 1 through J ₃ per running rank 1-3 vehicles 3A-3C, was calculated The energy efficiency of the entire vehicle group can be calculated for each arrangement of the vehicles 3A to 3C in the vehicle group based on the vehicle, and the driving arrangement can be determined by determining the arrangement of the vehicles 3A to 3C based on the calculated energy efficiency. . Thus, the energy efficiency of the entire vehicle group can be calculated for each arrangement of the vehicles 3A to 3C, taking into account the difference in the acceleration pattern according to the driving ranks 1 to 3 and the difference in the regenerative ability of the vehicles 3A to 3C. Thus, it becomes possible to determine the arrangement of vehicles with good energy efficiency for the entire vehicle group. Therefore, it is possible to realize vehicle group traveling with excellent energy efficiency. That is, the fuel efficiency of the entire vehicle group can be improved and the emission CO ₂ can be reduced.

(Second Embodiment)
The vehicle group traveling control device (vehicle group traveling control unit) according to the second embodiment is configured in substantially the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and includes a vehicle group traveling control unit 1. Is different from the above in that the energy efficiency of the entire vehicle group is calculated in consideration of the capacity of the battery that can be stored as the regenerative capacity of the vehicle. In the second embodiment, the description of the same parts as those in the first embodiment will be omitted, and the differences will be mainly described.

  The configuration of the vehicle including the vehicle group traveling control unit according to the present embodiment is the same as that of the vehicle including the vehicle group traveling control unit 1 according to the first embodiment. Further, the vehicle group traveling control unit according to the present embodiment is configured in the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and the functions of the energy efficiency calculating unit 12 are different.

  The energy efficiency calculation unit 12 has a function that takes into account the SOC of the battery as the regeneration capacity of the vehicle. For example, it has a function of inputting the amount of charge (chargeable capacity) up to a fully charged state from the sensor 20 at a predetermined timing and calculating the energy to be discarded in the entire vehicle group based on the regenerative energy and the rechargeable energy. ing. And it has a function which calculates energy efficiency so that energy efficiency improves, so that waste energy becomes small. For example, as the energy efficiency, a ratio between the amount of energy used for traveling the vehicle and the amount of energy generated when the fuel is actually used is used. Other functions are the same as those of the energy efficiency calculation unit 12 according to the first embodiment.

  Next, the operation of the vehicle group traveling control unit according to the second embodiment will be described. FIG. 6 is a flowchart showing the operation of the vehicle group traveling control unit according to the second embodiment. The control process shown in FIG. 6 is repeatedly executed at a predetermined timing after, for example, the ignition is turned on or the start button provided in the vehicle 3 is turned on. In consideration of ease of understanding, an example in which the vehicle group is configured by three hybrid vehicles 3A to 3C will be described below. The hybrid vehicles 3A to 3C have the same configuration as the vehicle 3, and the control processing shown in FIG. 6 is executed by the vehicle group traveling control unit 1 provided in the vehicle 3A.

  The control process shown in FIG. 6 is started from a travel plan input process (S20). The process of S20 is a process of inputting a travel plan for the deceleration sections of the travel ranks 1 to 3 in the vehicle group, and is the same as the process of S10 of FIG. Thereby, for example, as shown in FIG. 7A, a travel plan table for each travel rank can be created. When the process of S20 ends, the process proceeds to the maximum regeneration deceleration input process (S22).

The process of S22 is a process of _inputting the maximum regeneration decelerations a _{l_A} , a _{l_B} , and a _{l_C} of the hybrid vehicles 3A to 3C constituting the vehicle group, and is the same as the process of S12 in FIG. As a result, for example, as shown in FIG. _7B , a table of maximum regeneration decelerations a _{l_A} , a _{l_B} , and a _{l_C} for each vehicle can be created. When the process of S22 ends, the process proceeds to a chargeable capacity calculation process (S24).

The process of S24 is a process which the energy efficiency calculation part 12 performs, and calculates the chargeable capacity | capacitance of vehicle 3A-3C. For example, the energy efficiency calculation unit 12 inputs the charge capacity of the battery based on the specification information of the vehicles 3A to 3C, and subtracts the current SOC from the charge capacity of the battery to charge the chargeable capacity E _a , E _b , E _c is calculated. For example, as shown in FIG. 7B, a table of chargeable capacities E _a , E _b , E _c for each of the vehicles 3A to 3C can be created. When the process of S24 ends, the process proceeds to a regenerative energy calculation process (S26).

The process of S26 is a process of calculating regenerative energy J _n (n: vehicle rank) that can be regenerated in the entire target travel when each of the vehicles 3A to 3C is set to run ranks 1 to 3. This is the same as the processing of S14 in FIG. When the process of S26 ends, the process proceeds to a vehicle ranking determination process (S28).

The process of S28 is executed by the energy efficiency calculation unit 12 and the travel support unit 13, and the rechargeable capacity E _a , E _b , E _c calculated by the process of S24 and the regenerative energy J _n generated by the process of S26 are calculated. This is a process for determining the arrangement of vehicles having the best energy efficiency. The energy efficiency calculation unit 12 calculates the waste energy _JH to be discarded in the entire vehicle group based on the chargeable capacities E _a , E _b , E _c , and the regenerative energy J _n . For example, in the case of the arrangement of vehicles arranged in the order of the vehicles 3A, 3B, and 3C from the top, the waste energy _JH is expressed by the following Expression 2.

The energy efficiency calculation unit 12 calculates the waste energy _JH for all the vehicles arranged using Equation 2. Thereby, as shown in FIG.7 (c), the table of the waste energy _JH about how to arrange all the vehicles can be created. The energy efficiency calculation unit 12 calculates the energy efficiency based on the ratio between the amount of energy used for traveling the vehicle and the amount of energy generated when the fuel is actually used. Thus, the smaller the waste energy _JH , the greater the energy efficiency. Next, the driving support unit 13 selects the arrangement of vehicles having the greatest energy efficiency. For example, the arrangement of vehicles having the smallest waste energy _JH among the six waste energies _JH shown in FIG. When the process of S28 ends, the control process shown in FIG. 6 ends.

  By executing the control process shown in FIG. 6, it is possible to determine the arrangement of vehicles having the best energy efficiency in consideration of the capacity of the battery. The driving support unit 13 outputs a command to the hybrid system 30, the steering actuator 31, the brake actuator 32, and the throttle actuator 33 of the vehicle 3 </ b> A so that the vehicles are arranged according to the control process shown in FIG. 6. And the way of arrangement of vehicles determined with respect to vehicles 3B and 3C is transmitted via communication device 23. When the vehicles 3B and 3C travel based on the received vehicle arrangement, the vehicle group can travel in the vehicle arrangement determined by the control process shown in FIG. As a result, the vehicle group can travel in a manner in which vehicles with good energy efficiency are arranged.

  As described above, according to the vehicle group traveling control unit according to the second embodiment, the energy efficiency of the entire vehicle group at that time point (that is, local) is considered in consideration of the battery capacity limitation that changes every moment. Can be calculated. Thereby, it becomes possible to determine the driving | running | working order | rank which makes effective use of the regeneration capability which changes every moment. And since it becomes possible to calculate the energy efficiency of the whole vehicle group with high accuracy, it is possible to accurately determine the arrangement of vehicles having excellent energy efficiency and to support traveling.

(Third embodiment)
The vehicle group traveling control device (vehicle group traveling control unit) according to the third embodiment is configured in substantially the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and includes a vehicle group traveling control unit 1. Is different from the above in that the energy efficiency of the entire vehicle group is calculated in consideration of the air resistance peculiar to the vehicle group traveling. In the third embodiment, the description of the same parts as those in the first embodiment will be omitted, and the description will focus on the differences.

  The configuration of the vehicle including the vehicle group traveling control unit according to the present embodiment is the same as that of the vehicle including the vehicle group traveling control unit 1 according to the first embodiment. Further, the vehicle group traveling control unit according to the present embodiment is configured in the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and the functions of the energy efficiency calculating unit 12 are different.

  The energy efficiency calculation unit 12 has a function of calculating an air resistance that varies depending on the vehicle arrangement within the vehicle group, and calculating energy consumption consumed by the air resistance. For example, the energy efficiency calculation unit 12 calculates the front projection area of the platoon and the air resistance coefficient of the entire platoon according to the body shape, the inter-vehicle distance and the arrangement of the vehicles constituting the vehicle group (convoy), and the front projection area, Based on the air resistance coefficient, air viscosity, etc., the air resistance of the entire platoon is calculated. And it has a function which calculates consumption energy for every arrangement of vehicles based on air resistance. Moreover, the energy efficiency calculation part 12 has a function which calculates energy efficiency so that energy efficiency becomes so good that driving resistance becomes small. For example, as the energy efficiency, a ratio between the amount of energy used for traveling the vehicle and the amount of energy generated when the fuel is actually used is used. Other functions are the same as those of the energy efficiency calculation unit 12 according to the first embodiment.

  Next, the operation of the vehicle group traveling control unit according to the third embodiment will be described. FIG. 8 is a flowchart showing the operation of the vehicle group traveling control unit according to the third embodiment. The control process shown in FIG. 8 is repeatedly executed at a predetermined timing, for example, after the ignition is turned on or a start button provided in the vehicle 3 is turned on. In consideration of ease of understanding, an example in which the vehicle group is configured by three hybrid vehicles 3A to 3C will be described below. The hybrid vehicles 3A to 3C have the same configuration as the vehicle 3, and the control processing shown in FIG. 8 is executed by the vehicle group traveling control unit 1 provided in the vehicle 3A.

  The control process shown in FIG. 8 is started from the travel plan input process (S30). The process of S30 is a process of inputting a travel plan for the deceleration zones of the travel ranks 1 to 3 in the vehicle group, and is the same as the process of S10 of FIG. Thereby, for example, as shown in FIG. 9A, a travel plan table for each travel rank can be created. When the process of S30 ends, the process proceeds to an information input process (S32).

The process of S32 is a process of _inputting the maximum regeneration decelerations a _{l_A} , a _{l_B} , a _{l_C} and the body shape of each of the hybrid vehicles 3A to 3C constituting the vehicle group. The process of inputting the maximum regeneration deceleration is the same as the process of S12 in FIG. Moreover, the energy efficiency calculation part 12 inputs the information regarding the body shape of each vehicle while inputting the maximum regeneration deceleration from each item information of the vehicles 3A to 3C. The body shape is classified into several types such as truck, 1BOX, sedan, and open. Accordingly, for example, as shown in FIG. _9B , a _{table of} maximum regeneration decelerations a _{l_A} , a _{l_B} , a _{l_C} and body shapes B _a , B _b , B _c can be created. When the process of S32 ends, the process proceeds to the energy consumption calculation process (S34).

The process of S34 is a process which the energy efficiency calculation part 12 performs, and calculates the consumption energy _Jair for the air resistance of the whole vehicle group. First, the energy efficiency calculation unit 12 calculates the air resistance R _{air of the} entire formation. For example, assuming that the viscosity of air is ρ, the front projected area of the formation is S, and the air resistance coefficient is C _d , the air resistance R _{air of the} entire formation is expressed by the following Equation 3.

The energy efficiency calculation unit 12 calculates the air resistance R _air using Equation 3, and calculates the consumed energy J _air based on the air resistance using the calculated air resistance R _air . The consumed energy J _air is expressed by the following formula 4.

The energy efficiency calculation unit 12 calculates the consumed energy J _air using Equation 3 and Equation 4 for all the vehicles arranged. Thus, as shown in FIG. 9 (c), may be with respect to the arrangement of all vehicles, to create a table of energy consumption J _air. When the process of S34 ends, the process proceeds to a regenerative energy calculation process (S36).

The process of S36 is a process of calculating regenerative energy J _n (n: vehicle rank) that can be regenerated in the entire target travel, when each of the vehicles 3A to 3C has the run ranks 1 to 3. This is the same as the processing of S14 in FIG. When the process of S36 is completed, the process proceeds to a vehicle ranking determination process (S38).

The process of S38 is executed by the energy efficiency calculation unit 12 and the travel support unit 13, and the energy efficiency is the highest based on the consumed energy J _air calculated by the process of S34 and the regenerative energy J _n generated by the process of S36. This is a process for determining how to arrange good vehicles. Energy efficiency calculation section 12 calculates a changeable energy consumption J _T in the entire vehicle group, the driving support unit 13 determines the arrangement of the vehicle energy consumption J _T is minimized. Here, the total running resistance of the platooning is a value obtained by subtracting the resistance due to regenerative braking from the sum of road resistance, acceleration resistance, gradient resistance, and air resistance. That is, the running resistance that varies depending on the arrangement of the vehicles is the air resistance and the regenerative braking resistance, so the consumed energy J _T for each arrangement of the vehicles is calculated based on the consumed energy J _air and the regenerated energy J _n . For example, the head from the vehicle 3A, 3B, if the arrangement of the vehicle lined up in the order of 3C, energy consumption J _T is expressed by Equation 5 below.

The energy efficiency calculation unit 12 calculates the consumed energy J _T for all the vehicles arranged using Equation 5. Thus, as shown in FIG. 9 (c), it is possible to create a table of energy consumption J _T for arrangement of all vehicles. The energy efficiency calculation unit 12 calculates the energy efficiency based on the ratio between the amount of energy used for traveling the vehicle and the amount of energy generated when the fuel is actually used. Accordingly, as the regenerative energy J is large, the consumed energy J _T becomes smaller, increasing calculates the energy efficiency. Further, as the energy consumption J _air is large, the energy consumption J _T increases, and calculates reduced energy efficiency. Next, the driving support unit 13 selects the arrangement of vehicles having the largest calculated energy efficiency. For example, from among the six energy consumption J _T shown in FIG. 9 (c), to adopt the arrangement of the vehicle as the smallest energy consumption J _T. When the process of S38 ends, the control process shown in FIG. 8 ends.

  By executing the control process shown in FIG. 8, it is possible to determine the arrangement of vehicles with the best energy efficiency in consideration of the air resistance due to the arrangement of vehicles. The driving support unit 13 outputs a command to the hybrid system 30, the steering actuator 31, the brake actuator 32, and the throttle actuator 33 of the vehicle 3 </ b> A so that the vehicles are arranged according to the control process shown in FIG. 8. And the way of arrangement of vehicles determined with respect to vehicles 3B and 3C is transmitted via communication device 23. Since the vehicles 3B and 3C travel based on the received vehicle arrangement, the vehicle group can travel in the vehicle arrangement determined by the control process shown in FIG. As a result, the vehicle group can travel in a manner in which vehicles with good energy efficiency are arranged.

As described above, according to the vehicle group traveling control unit according to the third embodiment, the energy efficiency of the entire vehicle group can be calculated in consideration of the air resistance reduction effect in the vehicle group traveling. That is, taking into account the air resistance and the regenerative braking resistor varies with the arrangement of the vehicle, calculates the energy J _T to be consumed by the entire vehicle group, the energy consumption J _T can be run in the arrangement of the vehicle is minimized. As described above, since it is possible to accurately calculate the energy efficiency of the entire vehicle group including the effect of reducing the air resistance, it is possible to accurately determine the arrangement of vehicles having excellent energy efficiency and to support driving.

(Fourth embodiment)
The vehicle group traveling control device (vehicle group traveling control unit) according to the fourth embodiment is configured in substantially the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and includes a vehicle group traveling control unit 1. The difference is that it has a function of controlling the braking force of the preceding vehicle. Note that in the fourth embodiment, the description of the same parts as those in the first embodiment will be omitted, and the description will focus on the differences.

  The configuration of the vehicle including the vehicle group traveling control unit according to the present embodiment is the same as that of the vehicle including the vehicle group traveling control unit 1 according to the first embodiment. The vehicle group traveling control unit according to the present embodiment is configured in the same manner as the vehicle group traveling control unit 1 according to the first embodiment, and includes an energy efficiency calculating unit 12 and a traveling support unit (deceleration control means) 13. Some functions are different.

  The energy efficiency calculation unit 12 has a function of dynamically inputting the deceleration of the preceding vehicle of the vehicle 3 using inter-vehicle communication or the sensor 20 or the like. Further, the energy efficiency calculation unit 12 has a function of calculating a deceleration required for the vehicle 3 caused by the deceleration of the preceding vehicle and determining whether or not it is larger than the maximum regeneration deceleration of the vehicle 3. Further, the energy efficiency calculation unit 12 has a function of outputting the determination result to the travel support unit 13. Other functions are the same as those of the energy efficiency calculation unit 12 according to the first embodiment.

  The driving support unit 13 has a function of reducing the deceleration of the preceding vehicle when it is determined that the deceleration exceeding the maximum regeneration deceleration occurs. For example, the driving support unit 13 has a function of outputting a command to reduce the deceleration of the preceding vehicle via the communication device 23 when the deceleration of the vehicle 3 exceeds the maximum regenerative deceleration due to the deceleration of the preceding vehicle. Have. About another function, it is the same as that of the driving assistance part 13 which concerns on 1st Embodiment.

  Next, the operation of the vehicle group traveling control unit according to the fourth embodiment will be described. FIG. 10 is a flowchart showing the operation of the vehicle group traveling control unit according to the fourth embodiment. The control process shown in FIG. 10 is repeatedly executed at a predetermined timing after the ignition is turned on or a start button provided in the vehicle 3 is turned on, for example. In consideration of the ease of understanding the description, an example in which the vehicle 3B travels following the vehicle 3A will be described below. Further, the vehicle 3B has the same configuration as the vehicle 3, and the control processing shown in FIG. 10 is executed by the vehicle group traveling control unit 1 provided in the vehicle 3B.

  The control process shown in FIG. 10 is executed by the ECU 10, and is executed from the manual operation determination process (S40). Based on the information obtained from the communication device 23, the ECU 10 determines whether or not the vehicle 3A that is the preceding vehicle is operated by being manually operated. In the process of S40, when it is not manual operation, that is, when it is automatic operation, the control process shown in FIG. 10 is ended. On the other hand, if it is determined in the process of S40 that the vehicle 3A is in manual operation, the process proceeds to the maximum regenerative braking force input process (S42).

The process of S42 is a process which the energy efficiency calculation part 12 performs, and inputs the maximum regeneration deceleration of the vehicle 3B which is a following vehicle. The energy efficiency calculation unit 12 inputs the maximum regeneration deceleration _{al_B} based on the specification information of the vehicle 3B. When the processing of S42 ends, the process proceeds to deceleration determination processing (S44).

The process of S44 is a process executed by the energy efficiency calculation unit 12 to determine whether or not the vehicle 3B needs to decelerate beyond the maximum regenerative deceleration due to the deceleration of the vehicle 3A that is the preceding vehicle. The energy efficiency calculation unit 12 inputs the deceleration of the vehicle 3A, which is the preceding vehicle, via the communication device 23, calculates the deceleration to be performed by the vehicle 3B, and the calculated deceleration is the maximum regenerative deceleration _{al_B} . Determine if it has exceeded. In the process of S44, when the deceleration to be executed by the vehicle 3B does not exceed the maximum regenerative deceleration _{al_B} , the control process shown in FIG. 10 is terminated. On the other hand, when the deceleration to be executed by the vehicle 3B exceeds the maximum regenerative deceleration _{al_B} in the process of S44, the process _proceeds to the braking force control process (S46).

The process of S46 is a process executed by the travel support unit 13 to control the travel of the preceding vehicle so as not to exceed the maximum regeneration deceleration _{al_B} . The driving support unit 13 decreases the deceleration of the vehicle 3A that is the preceding vehicle by an amount exceeding the maximum regeneration deceleration _{al_B} . Driving support unit 13, for example, a minute deceleration exceeds the maximum regenerative deceleration a _{L_B} by inter-vehicle communication to send to the vehicle 3A, the amount that exceeds the maximum regenerative deceleration a _{L_B} from executing the deceleration of the vehicle 3A The vehicle 3A is decelerated by subtraction. When the process of S46 ends, the control process shown in FIG. 10 ends.

By executing the control process shown in FIG. 10, even when the preceding vehicle 3A is in manual operation, that is, when it does not have a travel plan, the succeeding vehicle 3B exceeds the regenerative capacity and operates a hydraulic brake or the like. It can be avoided. For this reason, since it is possible to avoid heat discarding of the dynamic energy, energy efficiency can be improved. For example, it is assumed that the preceding vehicle 3A is manually controlled so as to travel with the dotted acceleration pattern a _X (t) shown in FIG. Then, the following vehicle 3B that follows the vehicle travels with the acceleration pattern a _{X + 1} (t) indicated by the dotted line shown in FIG. _11B, and the deceleration U1 that exceeds the maximum regeneration deceleration a _{1_B} indicated by the alternate _long and _short dash line Since the hydraulic brake is operated, the kinetic energy related to the deceleration U1 is discarded by heat. However, according to the vehicle group traveling control unit according to the present embodiment, the deceleration U1 is canceled from the deceleration of the preceding vehicle 3A so that the deceleration exceeding the maximum regeneration deceleration _{al_B} does not occur, and FIG. The acceleration pattern a _Y (t) shown by the solid line in FIG. As a result, the vehicle 3B can travel with the acceleration pattern a _{Y + 1} (t) shown by the solid line in FIG. 11B, so that the kinetic energy can be avoided from being wasted.

  As described above, according to the vehicle group traveling control unit according to the fourth embodiment, it is possible to avoid the thermal energy from being discarded by the subsequent vehicle 3B performing braking exceeding the regenerative capacity. It becomes possible to realize excellent vehicle group traveling. Further, since the relative acceleration in the vehicle group does not change, it is possible to reduce only the energy that is discarded by heat while maintaining the stability of the relative positional relationship between the vehicles without changing the relative speed and the relative distance.

(Fifth embodiment)
The vehicle group traveling control device (vehicle group traveling control unit) according to the fifth embodiment is configured in substantially the same manner as the vehicle group traveling control unit according to the fourth embodiment, and has confirmed the safety of traveling. It differs in that it has a function to control the braking force of the preceding vehicle later. In addition, in 5th Embodiment, description which abbreviate | omits the 1st-4th embodiment is abbreviate | omitted, and it demonstrates centering around difference.

  The configuration of the vehicle including the vehicle group traveling control unit according to the present embodiment is the same as that of the vehicle including the vehicle group traveling control unit 1 according to the first embodiment. Further, the vehicle group traveling control unit according to the present embodiment is configured in the same manner as the vehicle group traveling control unit according to the fourth embodiment, and some functions of the energy efficiency calculating unit 12 and the traveling support unit 13 are different. To do.

  The energy efficiency calculation unit 12 has a function of calculating the safe stop deceleration of the preceding vehicle. The safety stop deceleration is a deceleration necessary for ensuring the safety of traveling, and is defined by, for example, the vehicle speed and the inter-vehicle distance. In addition, about another function, it is the same as that of the energy efficiency calculation part 12 which concerns on 4th Embodiment.

  When it is determined that the deceleration exceeding the maximum regenerative deceleration occurs, the driving support unit 13 has a function of reducing the deceleration of the preceding vehicle so as not to fall below the safe stop deceleration of the preceding vehicle. . For example, when the deceleration of the preceding vehicle causes the deceleration of the vehicle 3 to exceed the maximum regenerative deceleration, the driving support unit 13 issues a command to reduce the deceleration of the preceding vehicle so as not to fall below the safe stop deceleration. It has a function of outputting via the communication device 23. About another function, it is the same as that of the driving assistance part 13 which concerns on 4th Embodiment.

  Next, the operation of the vehicle group traveling control unit according to the fifth embodiment will be described. FIG. 12 is a flowchart showing the operation of the vehicle group traveling control unit according to the fifth embodiment. The control process shown in FIG. 12 is repeatedly executed at a predetermined timing after, for example, the ignition is turned on or the start button provided in the vehicle 3 is turned on. In consideration of the ease of understanding the description, an example in which the vehicle 3B travels following the vehicle 3A will be described below. Further, the vehicle 3B has the same configuration as the vehicle 3, and the control processing shown in FIG. 12 is executed by the vehicle group traveling control unit 1 provided in the vehicle 3B.

  The control process shown in FIG. 12 is executed by the ECU 10, and is executed from the manual operation determination process (S50). This process is the same as the process of S40 of FIG. In the process of S50, when it is not manual operation, that is, when it is automatic operation, the control process shown in FIG. 12 is ended. On the other hand, if it is determined in the process of S50 that the vehicle 3A is in manual operation, the process proceeds to the maximum regenerative braking force input process (S52).

  The process of S52 is a process of inputting the maximum regeneration deceleration of the vehicle 3B that is the following vehicle, and is the same as the process of S42 of FIG. When the process of S52 ends, the process proceeds to a deceleration determination process (S54).

The process of S54 is a process of determining whether or not the vehicle 3B needs to decelerate beyond the maximum regenerative deceleration due to the deceleration of the preceding vehicle 3A, and is the same as the process of S44 of FIG. In the process of S54, when the deceleration to be executed by the vehicle 3B does not exceed the maximum regenerative deceleration _{al_B} , the control process shown in FIG. 12 is terminated. On the other hand, when the deceleration to be executed by the vehicle 3B exceeds the maximum regenerative deceleration _{al_B} in the process of S54, the process _proceeds to a safe stop deceleration calculation process (S56).

The process of S56 is a process executed by the energy efficiency calculation unit 12 to calculate the safe stop deceleration of the preceding vehicle 3A. For example, when there is an obstacle X in the traveling direction of the vehicle 3A as shown in FIG. 13, the energy efficiency calculation unit 12 uses the sensor 20 or the communication device 23 to compare the obstacle X and the vehicle 3A. Input the distance L _r and the relative speed V _r . Further, the safety margin distance _Lm is input from the specification information of the vehicle 3A. Then, the safe stop deceleration G ₁ (t) is calculated using the following equation (6).

  When the process of S56 is completed, the process proceeds to a braking force control process (S58).

The process of S58 is a process executed by the driving support unit 13 to control the traveling of the preceding vehicle so as not to exceed the maximum regeneration deceleration _{al_B} . The driving support unit 13 decreases the deceleration of the vehicle 3A that is the preceding vehicle by an amount exceeding the maximum regeneration deceleration _{al_B} . At this time, the reduction amount of the deceleration of the vehicle 3A is adjusted so that the deceleration after the decrease does not become smaller than the safe stop deceleration G ₁ (t) of the vehicle 3A obtained in the process of S56. And the driving assistance part 13 transmits the deceleration reduced by vehicle-to-vehicle communication to the vehicle 3A, for example, and subtracts the deceleration set from the execution deceleration of the vehicle 3A, and decelerates the vehicle 3A. When the process of S58 ends, the control process shown in FIG. 12 ends.

By executing the control process shown in FIG. 12, even when the preceding vehicle 3A is in manual operation, that is, when there is no travel plan, the hydraulic pressure exceeds the regenerative capacity of the succeeding vehicle 3B within a range in which safety is ensured. It is possible to avoid operating a brake or the like. For this reason, since it is possible to avoid heat discarding of the dynamic energy, energy efficiency can be improved. For example, it is assumed that the preceding vehicle 3A is manually controlled so as to travel with a dotted acceleration pattern a _X (t) shown in FIG. Then, the following vehicle 3B that follows the vehicle travels with a dotted acceleration pattern a _{X + 1} (t) shown in FIG. 14B, and the hydraulic brake is activated for the deceleration U2 that exceeds the maximum regenerative deceleration _{al_B.} Therefore, the kinetic energy related to the deceleration U2 is discarded due to heat. However, according to the vehicle group traveling control unit according to the present embodiment, in the safety stop not deceleration G _{1 (t)} follows the range of the vehicle 3A, minute exceeds the maximum regenerative deceleration a _{L_B} deceleration is reduced Thus, since the deceleration of the preceding vehicle 3A can be canceled by the amount corresponding to the deceleration U3, the acceleration pattern a _Y (t) shown by the solid line in FIG. 11A can be obtained. As a result, the vehicle 3B can travel with the acceleration pattern a _{Y + 1} (t) shown by the solid line in FIG. 11B, so that the waste of kinetic energy can be minimized.

  As described above, according to the vehicle group traveling control unit according to the fifth embodiment, the following vehicle 3B that follows can not be regenerated in a state in which the preceding vehicle 3A leaves a deceleration that can ensure safety against the risk in the traveling direction. The energy to be discarded can be minimized.

  In addition, embodiment mentioned above shows an example of the vehicle group driving assistance device which concerns on this invention. The vehicle group traveling support device according to the present invention is not limited to the vehicle group traveling support device according to each embodiment, and the vehicle group traveling support device according to each embodiment is within a range not changing the gist described in each claim. The device may be modified or applied to others.

  For example, in the above-described embodiment, it has been described that the vehicles constituting the vehicle group are all vehicles having an automatic driving function. However, the vehicle is a vehicle that is manually driven according to the content notified by a notification means such as a display or a speaker. You may apply when it comprises a group.

  Further, in the first to third embodiments, the example in which the vehicle 3A determines the arrangement position and performs the traveling control has been described. For example, another vehicle in the vehicle group or the roadside support device is inappropriate for driving each vehicle. Centralized travel control may be used that acquires the state, determines the arrangement position and arrangement order of each vehicle, and notifies each vehicle of the determined arrangement position and arrangement order. In addition, autonomous traveling control in which all vehicles in the vehicle group determine their arrangement positions and perform traveling control may be used.

  Further, in the first to third embodiments, the case where all the vehicles constituting the vehicle group are hybrid vehicles has been described, but it is not necessary that all the vehicles constituting the vehicle group are hybrid vehicles, and regeneration is performed within the vehicle group. It suffices if there is at least one vehicle configured to be brakeable. In this case, a vehicle that is not configured to be capable of regenerative braking in the vehicle group may be handled as a vehicle having no regenerative capability. In the fourth and fifth embodiments, the following vehicle 3B may constitute a vehicle group, and the vehicle constituting the vehicle group does not need to be a vehicle configured to be capable of regenerative braking. It suffices if there is at least one vehicle configured to be capable of regenerative braking.

  In the fourth and fifth embodiments, the example in which the subsequent vehicle 3B controls the braking force of the preceding vehicle 3A has been described. However, another subsequent vehicle may control the braking force of the preceding vehicle 3A.

In the fifth embodiment, the example in which the deceleration of the preceding vehicle 3A is reduced in consideration of the safety stop deceleration G ₁ (t) of the preceding vehicle 3A has been described. However, the safety stop deceleration of the subsequent vehicle 3B is further increased. In consideration, the deceleration of the preceding vehicle 3A may be reduced so as not to be smaller than the safe stop deceleration of the subsequent vehicle 3B.

  In the above-described embodiment, the example in which the vehicle group is configured by two or three vehicles has been described. However, the number of vehicles is not limited to this, and if the vehicle group is configured by a plurality of vehicles, the energy efficiency is excellent. It is possible to contribute to running the vehicle group.

  Furthermore, in the above-described embodiment, the operation has been described using the flowchart. However, the order of the steps in the flowchart may be changed as long as the processing efficiency is within the range. For example, the order of S10 and S12 in FIG. 3, the order of S20 to S24 in FIG. 6, the order of S30 and S32 in FIG. 8, the order of S42 and S44 in FIG. 10, and the order of S52 to S56 in FIG. It is.

It is a block diagram which shows the structure outline | summary of a vehicle provided with the vehicle group traveling control part which concerns on embodiment. It is a graph which shows the time dependence of the target advance position of a vehicle group. It is a flowchart which shows operation | movement of the vehicle group travel control part which concerns on 1st Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group travel control part which concerns on 1st Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group travel control part which concerns on 1st Embodiment. It is a flowchart which shows operation | movement of the vehicle group traveling control part which concerns on 2nd Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group traveling control part which concerns on 2nd Embodiment. It is a flowchart which shows operation | movement of the vehicle group traveling control part which concerns on 3rd Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group traveling control part which concerns on 3rd Embodiment. It is a flowchart which shows operation | movement of the vehicle group traveling control part which concerns on 4th Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group traveling control part which concerns on 4th Embodiment. It is a flowchart which shows operation | movement of the vehicle group travel control part which concerns on 5th Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group travel control part which concerns on 5th Embodiment. It is a schematic diagram explaining operation | movement of the vehicle group travel control part which concerns on 5th Embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle group travel control part (vehicle group travel support apparatus), 3 ... Vehicle, 10 ... ECU, 12 ... Energy efficiency calculation part (energy efficiency calculation means), 13 ... Travel control part (vehicle order support means, deceleration control) means).

Claims (6)

A vehicle group driving support device for supporting the driving of a vehicle group having a vehicle configured to be capable of regenerative braking,
A regenerative energy that can be regenerated is calculated for each travel order based on a travel plan for each travel order in the vehicle group and the regenerative capacity of the vehicle, and the energy efficiency of the entire vehicle group is calculated based on the regenerative energy. Energy efficiency calculating means for calculating for each arrangement,
Vehicle ranking support means for determining the arrangement of vehicles in the vehicle group based on the energy efficiency and supporting traveling;
A vehicle group driving support device.   The energy efficiency calculation means uses an acceleration pattern as the travel plan, calculates a deceleration of regenerative braking and a frequency of regenerative braking based on the acceleration pattern and the regenerative ability of the vehicle, and calculates the regenerative energy for each travel rank. The vehicle group driving support device according to claim 1, wherein the vehicle group driving support device calculates the vehicle group driving support device.   The vehicle group travel support device according to claim 1 or 2, wherein the vehicle rank support means assists the vehicle to travel in a manner in which vehicles having the maximum energy efficiency are arranged.   The vehicle group travel support apparatus according to any one of claims 1 to 3, wherein the energy efficiency calculation unit uses a maximum regeneration deceleration and an energy storage capacity as the regeneration capability.   The vehicle group travel support device according to any one of claims 1 to 4, wherein the energy efficiency calculation unit calculates the energy efficiency of the entire vehicle group in consideration of air resistance based on a difference in arrangement of vehicles.   When the vehicle group travels following the manually driven vehicle, if the manually driven vehicle decelerates beyond the maximum regenerative deceleration of the following vehicle, the deceleration amount exceeding the regenerative capability of the subsequent vehicle The vehicle group travel support apparatus according to any one of claims 1 to 5, further comprising deceleration control means for reducing the deceleration of the manually operated vehicle by a deceleration.

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