JP2011027472A - Route search apparatus, program, start frequency prediction apparatus, fuel consumption calculation apparatus, and operation schedule determination apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To search for a route which minimizes fuel consumption cost with high precision. <P>SOLUTION: For each of candidate nodes connected to a terminal node of a route from a starting point of a vehicle, an operation schedule up to the candidate node which makes the charging state quantity of a motor generator in the candidate node a standard value or above and minimizes the fuel consumption cost from the starting point up to the candidate node is determined by a schedule determination part 34. Fuel consumption cost up to the candidate node corresponding to the determined operation schedule up to the candidate node is calculated by a cost calculation part 36. In a route search part 28, a route up to the candidate node which minimizes the calculated fuel consumption cost is selected by a minimum cost selection part 38. The processing by the schedule determination part 34 and the cost calculation part 36 is repeatedly performed for the selected route until the terminal node of the selected route reaches a destination of the vehicle. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a route search device, a program, a start number prediction device, a fuel consumption amount calculation device, and an operation schedule determination device, and more particularly, a route search device and program for searching for a route with the lowest fuel consumption cost, and a traffic jam The present invention relates to a start number prediction device, a fuel consumption amount calculation device, and an operation schedule determination device that can predict the number of start times in a section.

  Conventionally, when calculating a plurality of candidate routes to a destination and traveling along the route, when the motor generator provided on the output shaft of the internal combustion engine is operated as a generator or an electric motor, charging energy and discharging energy There are known techniques for calculating the most efficient route in relation to the above (for example, Patent Documents 1 and 2). In the conventional technique, candidate paths are calculated in advance and the candidate paths are used, so that the height difference can be prefetched and a charge / discharge schedule can be established.

JP-A-9-93717 JP 2000-333305 A

  However, in the above conventional technique, the candidate route is calculated based on the cost such as the shortest distance, and therefore, the route that minimizes the fuel consumption cost is not included in the plurality of calculated candidate routes. There is a problem that there is.

  The present invention has been made to solve the above-described problems, and a first object of the present invention is to provide a route search apparatus and program capable of accurately searching for a route that minimizes the fuel consumption cost. .

  It is a second object of the present invention to provide a start number prediction device, a fuel consumption amount calculation device, and an operation schedule determination device that can accurately predict the number of starts in a traffic jam section.

  In order to achieve the first object, the route search device according to the first invention comprises road network data, road information storage means for storing link length and altitude change of each link on the road network, Information acquisition means for acquiring travel time or traffic jam information of each link on the road network, and fuel consumption by the internal combustion engine of the vehicle based on the link length of each link on the road network and the travel time or traffic jam information For each link, and for each of the candidate nodes connected to the terminal node of the route from the starting point of the vehicle, the charging operation and torque assist are provided on the output shaft of the internal combustion engine. The potential energy obtained from the altitude change according to the operation schedule for each link to the candidate node of the motor generator that performs the operation The charge state amount of the motor generator at the candidate node, which is calculated from the charge amount based on the charging operation based on the charging operation and the discharge amount due to the torque assist operation, is set to a reference value or more, and the calculated internal combustion engine for each link Determining the operation schedule to the candidate node that minimizes the fuel consumption cost from the starting point to the candidate node, obtained from the fuel consumption and the fuel consumption reduction amount for each link based on the torque assist operation; An operation schedule determination unit that performs processing for calculating a fuel consumption cost to the candidate node corresponding to the determined operation schedule to the candidate node, wherein the operation schedule determination unit includes: Each time the processing is performed, the calculated fuel consumption cost is minimized. Select the route to the complement node to the end node of the selected the route to reach the destination of the vehicle, is characterized by repeatedly performing the processing on the selected route.

  According to a second aspect of the invention, there is provided a program comprising a road information storage means storing road network data and link lengths and altitude changes of each link on the road network, and a travel time of each link on the road network. Or information acquisition means for acquiring traffic information, fuel consumption calculation means for calculating the fuel consumption by the internal combustion engine of the vehicle for each link based on the link length of each link on the road network and the travel time or traffic information And each candidate node connected to the terminal node of the route from the starting point of the vehicle, up to the candidate node of the motor generator that is provided on the output shaft of the internal combustion engine and performs the charging operation and the torque assist operation Charging operation based on potential energy obtained from the altitude change according to the operation schedule for each link. The charge state amount of the motor generator at the candidate node calculated from the charge amount by the torque assist operation and the discharge amount by the torque assist operation is set to a reference value or more, and the calculated fuel consumption amount by the internal combustion engine for each link And determining the operation schedule to the candidate node that minimizes the fuel consumption cost from the starting point to the candidate node, obtained from the fuel consumption reduction amount for each link based on the torque assist operation. A program for calculating a fuel consumption cost to the candidate node corresponding to the operation schedule up to the candidate node and causing the function to function as an operation schedule determination unit for performing processing, wherein the operation schedule determination unit includes the process The candidate for which the calculated fuel consumption cost is minimized every time Select the route to over de, to the end node of the selected the route to reach the destination of the vehicle, is characterized by repeatedly performing the processing on the selected route.

  According to the first invention and the second invention, the travel time or traffic jam information of each link on the road network is acquired by the information acquisition means. Based on the link length of each link on the road network and the travel time or traffic jam information, the fuel consumption calculation means calculates the fuel consumption by the internal combustion engine of the vehicle for each link.

  Then, for each of the candidate nodes connected to the terminal node of the route from the departure place of the vehicle by the operation schedule determining means, the motor generator is provided on the output shaft of the internal combustion engine and performs the charging operation and the torque assist operation. According to the operation schedule for each link to the candidate node, the charge state amount of the motor generator at the candidate node calculated from the charge amount by the charging operation based on the potential energy obtained from the altitude change and the discharge amount by the torque assist operation The fuel consumption cost from the departure point to the candidate node is minimized by obtaining the fuel consumption amount by the internal combustion engine for each link and the fuel consumption reduction amount for each link based on the torque assist operation. Determine the operation schedule to the candidate node to be Calculating a fuel consumption cost to the candidate node corresponding to the operation schedule to the candidate node, it performs the processing. The operation schedule determination means selects the route to the candidate node that minimizes the calculated fuel consumption cost each time the above processing is performed, and selects until the terminal node of the selected route reaches the destination of the vehicle. Repeat the process for the route.

  In this way, the process of selecting the route that minimizes the fuel consumption cost, and determining the operation schedule of the motor generator that minimizes the fuel consumption cost while setting the state of charge to the reference value or more for the selected route. By repeatedly performing until the terminal node of the selected route reaches the destination, it is possible to accurately search for a route that minimizes the fuel consumption cost.

  The operation schedule determination means according to the first aspect of the present invention provides a case where a point where the altitude matches the average altitude change from the starting point to the destination and the actual altitude change is within a predetermined range including candidate nodes on the route. The operation schedule up to the determined candidate node can be confirmed. Thereby, the calculation time can be shortened.

  The information acquisition means according to the first invention acquires the traffic jam length of the link or the transit time of the traffic jam section of the link as the traffic jam information of each link, and the operation schedule determination means assigns the traffic jam section to the link to the candidate node. When a link is included, it is necessary to pass through a traffic jam section based on the number of starts in the traffic jam section obtained from the traffic jam length or transit time and the amount of discharge by the torque assist operation required for one predetermined start. It is possible to calculate the charge amount of the motor generator at the candidate node by calculating the discharge amount due to the torque assist operation.

  Further, the information acquisition means according to the first invention acquires the traffic jam length of the link or the transit time of the traffic jam section of the link as the traffic jam information of each link, and the fuel consumption calculation means has a traffic jam section included in the link The fuel consumption of the internal combustion engine of the link can be calculated by calculating the fuel consumption of the internal combustion engine for the acceleration based on the number of starts based on the number of starts in the traffic congestion section obtained from the traffic jam length or the transit time. .

  The number-of-starts prediction device according to a third aspect of the present invention includes a traffic jam section passage time acquisition means for acquiring a traffic time of a traffic jam section, a display change period of a signal installed in the traffic jam section, and the traffic time. And a start number predicting means for predicting the start number of the section.

  According to the number-of-starts prediction device according to the third aspect of the present invention, the passage time of the traffic congestion section is acquired by the traffic congestion section passage time acquisition means. Then, the number of start times of the traffic jam section is predicted from the display change cycle of the signal installed in the traffic jam section and the passage time by the start frequency prediction means.

  In this way, it is possible to accurately predict the number of starts in a traffic jam section.

  According to a fourth aspect of the present invention, there is provided a fuel consumption amount calculating apparatus according to a third aspect of the present invention, wherein the fuel consumption amount is calculated when the vehicle travels in a traffic jam section based on the start number predicting apparatus according to the third aspect and the start number predicted by the start number predicting apparatus. And a fuel consumption amount calculating means for calculating.

  According to the fuel consumption calculation device according to the fourth aspect of the invention, the number of starts in the traffic jam section is predicted by the start number prediction device, and the traffic jam section is determined by the number of starts predicted by the start number prediction device by the fuel consumption calculation means. The fuel consumption when driving is calculated.

  As described above, since the number of times of start in the traffic jam section can be predicted with high accuracy, it is possible to accurately calculate the amount of fuel consumed when traveling in the traffic jam section.

  An operation schedule determination device according to a fifth aspect of the present invention is provided on a start number prediction device according to the third aspect, the start number predicted by the start number prediction device, and an output shaft of an internal combustion engine of a vehicle, And the amount of discharge by the torque assist operation necessary for passing through the traffic jam section from the amount of discharge by the torque assist operation necessary for a predetermined start of the motor generator performing the charging operation and the torque assist operation. And a schedule determination means for determining the operation schedule of the motor generator so that the charge state amount of the motor generator up to the traffic jam section is equal to or greater than the calculated discharge amount. Yes.

  According to the operation schedule determination device according to the fifth aspect of the invention, the number of start times in the traffic jam section is predicted by the start number prediction device. Then, a predetermined number of times of the number of starts predicted by the start number prediction device by the schedule determination means and the motor generator provided on the output shaft of the internal combustion engine of the vehicle and performing the charging operation and the torque assist operation. From the amount of discharge due to the torque assist operation required for starting the vehicle, calculate the amount of discharge due to the torque assist operation necessary for passing through the traffic jam section, and calculate the motor generator operation schedule, the amount of charge of the motor generator until the traffic jam section, It is determined to be equal to or greater than the calculated discharge amount.

  As described above, since it is possible to travel in the traffic jam section by the torque assist operation of the motor generator, the fuel consumption cost can be reduced.

  The program of the present invention can also be provided by being stored in a storage medium.

  As described above, according to the route search device and the program of the present invention, the route that minimizes the fuel consumption cost is selected, and the state of charge is set to the reference value or more for the selected route and the fuel consumption cost is increased. By repeatedly performing the process of determining the operation schedule of the motor generator that minimizes until the terminal node of the selected route reaches the destination, it is possible to accurately search for a route that minimizes the fuel consumption cost. The effect is obtained.

  According to the start number prediction device of the present invention, there is an effect that the start number in a traffic jam section can be predicted with high accuracy.

  According to the fuel consumption calculation device of the present invention, since the number of starts in a traffic jam section can be predicted with high accuracy, an effect that the fuel consumption when traveling in the traffic jam section can be calculated with high accuracy is obtained. It is done.

  According to the operation schedule determination device of the present invention, since it is possible to travel in a traffic jam section with the torque assist operation of the motor generator, the fuel consumption cost can be reduced.

It is a block diagram which shows the route search apparatus which concerns on the 1st Embodiment of this invention. It is an image figure which shows a road network. It is the figure which showed the calculation result of the altitude change in each link, traveling speed, and the fuel consumption by an internal combustion engine. It is a figure for demonstrating the determination method of the SOC control schedule to the candidate node c. It is a figure for demonstrating the determination method of the SOC control schedule to the candidate node d. It is a figure for demonstrating the determination method of the SOC control schedule to the candidate node f. It is a figure for demonstrating the determination method of the SOC control schedule to the candidate node g. It is a figure for demonstrating the determination method of the SOC control schedule to the candidate node h. It is a figure for demonstrating the determination method of the SOC control schedule to a destination point. It is a flowchart which shows the content of the route search process routine in the route search apparatus which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the content of the SOC schedule determination processing routine in the route search apparatus which concerns on the 1st Embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. An example will be described in which the present invention is applied to a route search device that is mounted on a vehicle and guides a route to a destination for a driver of the host vehicle.

  As shown in FIG. 1, the route search device 10 according to the first exemplary embodiment includes an information receiving unit 12 that receives traffic information from a traffic information center, a position measuring unit 14 that measures the position of the host vehicle, A computer 16 that searches for a route to a destination that minimizes the fuel consumption cost and a display device 18 that displays the searched route to the driver are provided.

  The route search device 10 is mounted on a hybrid vehicle that includes an internal combustion engine and a motor generator that is provided on an output shaft of the internal combustion engine and performs a charging operation and a torque assist operation. During the charging operation, the motor generator of the vehicle generates power as the output shaft of the internal combustion engine rotates, and applies a braking force to the output shaft. For example, when moving from a high altitude to a low altitude, the motor generator generates power and applies a braking force to the output shaft. The electric energy generated by the motor generator is recovered and temporarily stored in a capacitor such as a capacitor. On the other hand, at the time of acceleration (for example, at the time of starting) where a large output torque is required, the motor generator is operated as an electric motor by the electric energy stored in the capacitor, and assists the torque of the internal combustion engine.

  The traffic information center collects the link travel time and congestion length of each link using road sensors and transmits the traffic information including the link travel time and congestion length of each collected link.

  The computer 16 includes a CPU, a RAM, and a ROM that stores a program for executing a route search processing routine described later, and is functionally configured as follows. The computer 16 obtains the traffic information collecting unit 20 that collects the traffic information received by the information receiving unit 12 and the position of the host vehicle measured by the position measuring unit 14 as a starting point, and an operation unit (not shown) by a driver. The vehicle information acquisition unit 22 that acquires the destination input by the operation of), the road network database 24 that stores the road network data and the link length and altitude change of each link on the road network, the collected traffic information and Based on the road network data, a running state calculation unit 26 that calculates the number of starts and the running speed of each link in the region including the departure point to the destination, collected traffic information, the calculated number of starts, the running speed, Based on the road network data, the fuel consumption cost is the lowest among the routes from the departure point to the destination. The becomes route searches, and a route searching unit 28 to be displayed on the display device 18. The traffic information collection unit 20 is an example of information acquisition means, and the road network database 24 is an example of road information storage means. The traffic information collection unit 20 is an example of a traffic jam section passage time acquisition unit, and the traveling state calculation unit 26 is an example of a start number prediction unit.

  The road network database 24 stores road network data, data indicating the link length of each link on the road network, and data indicating the altitude change of each link (the altitude at the nodes at both ends).

  Based on the collected traffic information and road network data, the traveling state calculation unit 26 determines the number of starts and the traveling for each link in the region including all routes from the departure point to the destination, as will be described below. Calculate the speed.

  First, the link travel time and congestion length included in the traffic information are used to calculate the transit times of the non-congestion section and the congestion section in the link for the calculation target link, as well as the congestion length of the link and the transit time of the congestion section. From this, the number of starts of the link to be calculated is obtained. In general roads, the average speed is 30 km / h or higher for traffic jams and non-congested roads that are not congested. Therefore, the difference obtained by subtracting the travel time obtained by dividing the link length by the speed of 30 km / h is: This is the time it takes to pass through the traffic jam section. In addition, the signal was operated with a cycle length of mainly 90 to 180 seconds, and it took to pass by dividing the time it took to pass through the congestion section by the cycle length (for example, 140 seconds). The number of signals, that is, the number of starts is calculated. The cycle length (display change cycle) may be used if there are currently used indications and measurement values, and is stored in the road network database 24, for example.

  Further, the travel speed of the non-congested section of the calculation target link is calculated from the transit time of the non-congested section of the calculation target link and the section length of the non-congested section (a value obtained by subtracting the congestion length from the link length). From the transit time of the traffic jam section and the section length of the traffic jam section, the traveling speed of the traffic jam section of the calculation target link is calculated.

  The path search unit 28 calculates a fuel consumption amount by the internal combustion engine for each link, and a charge / discharge calculation for calculating a charge amount by the charging operation of the motor generator and a discharge amount by the torque assist operation for each link. Unit 32, schedule determination unit 34 for determining an SOC control schedule including an operation schedule for each link of the motor generator in the route from the departure point, and fuel consumption in the route from the departure point with respect to the determined SOC control schedule A cost calculation unit 36 that calculates a cost and a minimum cost route selection unit 38 that selects a route that minimizes the calculated fuel consumption cost are provided.

  In the route search unit 28, the process from each of the fuel consumption calculation unit 30, the charge / discharge calculation unit 32, the schedule determination unit 34, the cost calculation unit 36, and the minimum cost route selection unit 38 is performed from the departure point to the destination. Repeat until it is searched.

  Here, the principle of route search in the present embodiment will be described. In the road network as shown in FIG. 2, a case where a route with the minimum fuel consumption cost from the starting point a to the destination point b is searched for will be described as an example.

  First, based on the altitude of the departure point a and the altitude of the destination point b obtained from the road network database 24, an average altitude change to the destination is calculated as shown in FIG.

  Next, the departure point a is set as a start node, and all connected nodes are set as candidate nodes. One candidate node is selected, and a link having the selected candidate node as a termination node is set as a target link from the start node.

  As described below, for the target link, the fuel consumption amount due to the traveling of the internal combustion engine alone is calculated.

The fuel consumption by the internal combustion engine can be expressed as the sum of the fuel consumption during stoppage and the fuel consumption during travel determined by travel speed and speed fluctuation (AAEE). The fuel consumption per km [F] (cc / km) is calculated.
[F] = [Fs] + [Fr]
= A1 * [Tidle] + b1 + b2 * [Trun] + b3 * [AAEE]
= 0.345 × [Tidle] + 27.6 + 0.3102 × [Trun] + 0.5636 × [AAEE] (1)

However, [Fs] is the fuel consumption during stoppage (cc / km), [Fr] is the fuel consumption during travel (cc / km), and [Tidle] is the stop time length per km (sec / km). km). [Trun] is a travel time per unit distance (sec / km) derived from the travel speed, and [AAEE] is an acceleration energy equivalent per km (cc / (m / s) ² representing a speed variation. ). The numerical values of a1, b1, b2, and b3 are actually measured values of a 2000cc passenger car. Further, [Trun] = 3600 / [Srun] ([Srun] is a traveling speed (km / h)).

  In addition, when the target link includes a traffic jam section, the fuel consumption amount for acceleration based on the number of times of start is calculated using the number of starts in the traffic jam section.

  The fuel consumption amount calculation unit 30 calculates the fuel consumption amount by the internal combustion engine in the target link by multiplying the fuel consumption amount calculated by the above equation (1) by the link length of the target link. In addition, when the target link includes a traffic jam section, the fuel consumption corresponding to the acceleration based on the number of starts in the traffic jam section is added.

  As shown in FIG. 3, the traveling speed and the number of starts of each link are calculated by the traveling state calculation unit 26, and the altitude change of each link is acquired from the road network database 24.

In addition, when the change in altitude of the target link is down, it can be converted into electric energy by generating the position energy of the altitude difference. Therefore, according to the following equation (2), the charge amount by the charging operation of the motor generator is The power generation amount Eg is calculated.
Eg = α × m × g × (h2−h1) (2)

  However, said Formula (2) is the electric power generation amount Eg when moving from the point of the altitude h2 to the point of the altitude h1, α is a conversion coefficient, m is a vehicle mass, and g is a gravitational acceleration.

In the case of a hybrid vehicle, the vehicle can be started by the motor generator without starting the internal combustion engine. When there is a traffic jam section in the target link, the electric energy consumed for starting at the target link is calculated according to the following equation (3) based on the number of starts calculated for the target link.
Ejam = Est × n (3)

  However, Est is electric energy required for one start, and n is the number of vehicle starts.

  The charge / discharge calculation unit 32 calculates a charge amount for the target link according to the above equation (2), and calculates a discharge amount according to the above equation (3).

  Here, in the case of a hybrid vehicle including a motor generator provided on the output shaft of the internal combustion engine, the power necessary for the vehicle to travel can be assisted by not only the internal combustion engine but also the motor generator, The load of the internal combustion engine can be reduced and the fuel consumption can be suppressed. However, the assistance by the motor generator depends on the battery charge. The battery charge amount is operated between the minimum value and the maximum value due to the relationship such as battery life. The current state of battery charge is called SOC (State Of Charge). The SOC is normally controlled to be a constant value (for example, a median value) for vehicle control or the like when the future driving situation is unknown. Note that the SOC is an example of the state of charge.

  In the present embodiment, as the SOC control, the SOC is maintained at the starting point, the arriving point, and the terminal node of the route up to the middle so that the SOC is equal to or higher than the reference value (median value), and the route other than the terminal node of the route is used. The SOC is effectively controlled within the range from the minimum value to the maximum value in order to suppress fuel consumption.

  The schedule determination unit 34 calculates the state of charge (SOC) at the terminal node (candidate node) of the target link, which is calculated from the amount of charge and the amount of discharge according to the SOC control schedule including the operation schedule of the motor generator, to a reference value or more. In addition, the SOC control schedule to the target link that minimizes the fuel consumption cost from the departure point to the terminal node (candidate node) of the target link is determined. The SOC control schedule is composed of an operation schedule for each link (charging operation, torque assist operation, no operation) and SOC at the node of each link.

  For example, as shown in FIG. 4, when the SOC of the departure point a is a reference value, and the target link is a link from the departure point a to the candidate node c, it is an uphill section and the motor If the torque assist operation by the generator is utilized, the SOC at the candidate node c cannot be maintained at the reference value, so the SOC control schedule of the link a-c does not perform the charging operation and torque assist operation of the motor generator, and the internal combustion engine. It is decided to run only the engine. At this time, the cost calculation unit 36 calculates 0.5, which is equal to the fuel consumption by the internal combustion engine, as the fuel consumption cost to the terminal node c of the target link.

Next, as shown in FIG. 5, when the target link is a link from the point c to the candidate node d connected, the cd section is a downhill, and the potential energy of the altitude difference Pd is calculated. Since the electric power can be converted into electric energy, the SOC control schedule of the link cd is determined as the charging operation by the motor generator. In order to make the SOC at the candidate node d equal to the reference value, the SOC may be low at the point c by the charge amount f (Pd) due to the altitude difference Pd, and the discharge amount corresponding to the reduced amount is torque-assisted. Therefore, the fuel consumption cost can be reduced, so that the SOC control schedule of the link ac is updated to the torque assist operation. At this time, since the torque assist operation using the electric energy of the charge amount f (Pd) is performed in the link a-c, the fuel consumption amount is reduced by the fuel consumption reduction amount according to the torque assist operation. The fuel consumption reduction amount FR is calculated by the following equation (4).
FR = k × Ema (4)

  However, Ema is electric energy to be used, and k is a coefficient obtained in advance.

  For example, the fuel consumption reduction amount of the link ac is calculated as 0.1. Further, since the target link cd is a downhill and the internal combustion engine can be idle-stopped, fuel consumption (for example, 0.3) by the internal combustion engine can be reduced. As a result, the cost calculation unit 36 calculates 0.4 as the fuel consumption cost to the terminal node d of the target link.

  Further, when a point that coincides with an altitude due to an average altitude change from the departure point a to the arrival point b, such as the candidate node d, is present within a predetermined range in the vicinity, on the upstream side of the candidate node d Therefore, it can be determined that both an upward tendency and a downward tendency exist, and the schedule of the charging operation and the torque assist operation can be determined on the upstream side of the candidate node d according to the upward tendency and the downward tendency. Determine the SOC control schedule and fuel consumption cost.

  Next, as illustrated in FIG. 6, when the target link is a link from the point d to the candidate node e and the target link is a link from the point e to the candidate node f. The SOC control schedule is determined similarly to the link to the candidate node c and the link to the candidate node d. That is, in the link ef that is downhill, a charging operation is performed so that the amount of change in potential energy can be converted into electric energy, and the electric energy of the charging amount is used for the torque assist operation of the link de. Thus, the SOC control schedule is determined. At this time, the fuel consumption reduction amount of the link de is calculated as 0.2. In addition, since the target link ef is a downhill and the internal combustion engine can be idle-stopped, fuel consumption (for example, 0.4) by the internal combustion engine can be reduced. As a result, the cost calculation unit 36 calculates 2.7 as the fuel consumption cost to the terminal node f of the target link.

  Next, as shown in FIG. 7, when the target link is a link from the point f to the candidate node g connected, since there is a traffic jam section in the target link, the start in the traffic jam section is performed with an assist torque operation. The SOC control schedule is determined as follows. Accordingly, since Jg of electric energy corresponding to the number of times of start is required, in order to maintain the SOC at the candidate node g at the reference value, it is necessary to maintain it at a point f higher than the already determined SOC by Jg. Therefore, the SOC control schedule up to the point f is updated so that the torque assist operation is not performed between the links de. Further, since the start of the traffic jam section is performed by the torque assist operation of the motor generator, the internal combustion engine in the traffic jam section is idle-stopped. For example, the fuel consumption reduction amount of the link de is 0, and the internal combustion engine can be idle-stopped in the traffic jam section in the target link f-g. Therefore, the fuel consumption amount by the internal combustion engine (for example, 0.9) Can be reduced. As a result, the cost calculation unit 36 calculates 3.1 as the fuel consumption cost up to the terminal node g of the target link.

  Moreover, as shown in FIG. 8, when the target link is a link from the point g to the candidate node h connected, the gh section is a downhill, and the potential energy corresponding to the altitude difference Ph is generated. Can be converted into electrical energy. Therefore, the SOC control schedule of the link g-h is determined for the charging operation by the motor generator. In addition, since the amount of charge is equal to or greater than the difference between the maximum value and the minimum value of the SOC, in order to make maximum use of the generated energy obtained by the charging operation to the maximum, the SOC at the candidate node h is set to the maximum value. Since the point g cannot be less than the minimum value, the SOC control schedule is updated so that the SOC at the point g is set to the minimum value. Further, the SOC control schedule upstream of the point g is sequentially updated according to the SOC (minimum value) of the point g, and for example, the SOC control schedule of the link de is updated to a torque assist operation. Thereby, for example, the fuel consumption reduction amount of the link de is calculated as 0.3. Further, since the target link g-h is a downhill and the internal combustion engine can be idle-stopped, fuel consumption (for example, 0.3) by the internal combustion engine can be reduced. As a result, the cost calculation unit 36 calculates 2.8 as the fuel consumption cost up to the terminal node h of the target link.

  In addition, since a point that coincides with the altitude due to an average altitude change from the departure point a to the arrival point b exists in a predetermined range around the candidate node h, the SOC control schedule and fuel consumption cost to the candidate node h can be reduced. Determine.

  Then, as shown in FIG. 9, when the target link is a link from the point h to the candidate node b connected, it is an uphill section, and the SOC at the candidate node b is used as a reference value. Can utilize the torque assist operation using the electric energy of the difference between the maximum value and the reference value. The SOC control schedule for the link h-b is determined to be the torque assist operation. The fuel consumption amount is reduced by the fuel consumption reduction amount corresponding to the torque assist operation. For example, the fuel consumption reduction amount of the link h-b is calculated as 0.3. As a result, 3.5 is calculated by the cost calculation unit 36 as the fuel consumption cost to the terminal node b of the target link.

  The calculation for the target link is first performed for each of the links up to the candidate node connected to the departure point, and the route that minimizes the fuel consumption cost is selected by the minimum cost route selection unit 38. In addition, calculation is performed for the target link, with each of the links up to the candidate node connected to the terminal node of the route having the smallest fuel consumption cost selected as the target link. Then, the minimum cost route selection unit 38 selects and selects the route with the lowest fuel consumption cost from all the routes (including the route from the departure point to the intermediate point) for which the fuel consumption cost is calculated. Similarly, for each link up to the candidate node connected to the terminal node of the route, the calculation for the target link is performed. The calculation for this target link is repeated until the terminal node of the route with the smallest fuel consumption cost reaches the destination point, and the route obtained when the destination point is reached has the fuel consumption cost. It is output as the search result of the minimum route.

  As described above, the route search unit 28 searches for the route with the lowest fuel consumption cost from the departure point a to the destination point b, and displays the searched route on the display device 18. The display device 18 displays the searched route on the road map and guides the searched route to the driver.

  Further, the SOC control schedule to the destination point b determined by the route search unit 28 is used as an SOC control schedule when traveling on the route, and therefore, a vehicle control unit (not shown) that controls the operation of the motor generator. Is output.

  Next, the operation of the route search apparatus 10 according to the first embodiment will be described. First, in the route search device 10, when the information receiving unit 12 receives and collects traffic information from the traffic information center, when a destination is input by an operation of a driver operation unit (not shown). In the computer 16, a route search processing routine shown in FIG. 10 is executed.

  First, in step 100, a node corresponding to the current position of the host vehicle measured by the position measuring unit 14 is set as a departure point node, and a node corresponding to the input destination is set as a destination node. Set as.

  In step 102, traffic information including the link travel time and the congestion length of each link received from the traffic information center is acquired. In step 104, the node of the destination point is changed from the node of the departure point set in step 100 above. Based on the traffic information acquired in the above step 102, the number of starts and the traveling speed are calculated for each link existing in a predetermined area including all the routes up to. In the next step 105, an average altitude change from the departure point to the destination point is calculated based on the departure point altitude and the destination point altitude obtained from the road network database 24.

  In step 106, one candidate node is set. In the first processing, the node connected to the node at the departure point is set as a candidate node. In the second and subsequent processing, the node connected to the terminal node of the route selected in step 112 described later is selected. , A candidate node.

  In step 108, processing for determining the SOC control schedule is performed for the target link having the candidate node as the termination node. Step 108 is realized by the SOC schedule determination processing routine shown in FIG.

  First, in step 120, the fuel consumption by the internal combustion engine in the target link is calculated based on the congestion length of the target link acquired in step 102 and the traveling speed and the number of starts of the target link calculated in step 104. .

  In step 122, it is determined whether or not the target link is a downhill based on the altitude change of the target link stored in the road network database 24. If it is not downhill, the routine proceeds to step 126. On the other hand, if it is downhill, in step 124, the charging operation of the motor generator based on the amount of change in potential energy obtained from the altitude change for the target link. The amount of charge by is calculated, and the routine proceeds to step 126.

  In step 126, based on the traffic information acquired in step 102, it is determined whether the target link includes a traffic jam section. If no traffic jam section is included (when the traffic length of the target link is 0), the process proceeds to step 130. On the other hand, if a traffic jam section is included, in step 128, the above step 104 is performed. Based on the number of start times of the target link calculated in step 1, the amount of discharge due to the torque assist operation of the motor generator when the vehicle in the target link starts is calculated, and the routine proceeds to step 130.

  In step 130, using the charge amount or discharge amount calculated in step 124 or 126 and the SOC control schedule determined for the route to the start end node of the target link, the end node (candidate node) of the target link is determined. The SOC control schedule of the target link is determined so that the fuel consumption cost to the terminal node (candidate node) of the target link is minimized, and the SOC from the departure point node is determined. The SOC control schedule to the start node of the link is updated, and the SOC control schedule from the node at the departure point to the end node (candidate node) of the target link is determined.

  In the next step 132, based on the SOC control schedule determined in step 130, a fuel consumption reduction amount due to the torque assist operation of the motor generator of each link or the idling stop of the internal combustion engine is calculated.

  Then, in step 134, from the node at the departure point, based on the fuel consumption by the internal combustion engine calculated for each link in step 120 and the fuel consumption reduction amount for each link calculated in step 132, the target node The fuel consumption cost in the path to the link end node (candidate node) is calculated.

  In the next step 136, it is determined whether or not there is a point on the target link that is equal to the altitude based on the average altitude change calculated in step 105 within a predetermined range around the start node or the end node. If it does not exist, the SOC schedule determination processing routine is terminated. On the other hand, if there is a point in the predetermined range around the start node or the end node that is equal to the altitude based on the average altitude change, in step 138, the average altitude change is within the surrounding predetermined range. The SOC control schedule and the fuel consumption cost up to the start node or the end node where there is a point equal to the altitude based on are determined, and the SOC schedule determination processing routine is terminated.

  In step 110 of the route search processing routine, it is determined whether or not the processing in steps 106 and 108 has been executed for all candidate nodes to be connected. If there is a candidate node that has not executed the processes of steps 106 and 108, the process returns to step 106 to set another candidate node. On the other hand, when the above processing is executed for all candidate nodes, in step 112, the fuel consumption cost is calculated from all the routes in which the SOC control schedule is determined in step 108 and the fuel consumption cost is calculated. Select the end node of the path with the minimum. For example, in the first process, the route with the lowest fuel consumption cost is selected from the routes of all the candidate nodes connected from the departure point. In the second and subsequent processing, a route that minimizes the fuel consumption cost is selected from the routes to all candidate nodes for which the SOC control schedule and the fuel consumption cost are calculated in step 108.

  In the next step 114, it is determined whether or not the terminal node of the route with the minimum fuel consumption cost selected in step 112 is a destination node. If the terminal node of the route that minimizes the selected fuel consumption cost is not the node of the destination point, the process returns to step 106 and is connected to the terminal node of the route that minimizes the selected fuel consumption cost. One node is set as a candidate node. On the other hand, if the terminal node of the route that minimizes the selected fuel consumption cost has reached the destination node, in step 116, the destination node that minimizes the fuel consumption cost selected in step 112 is selected. The route to the node is output to the display device 18 as a route search result, and the SOC control schedule determined for the route is output to the vehicle control device, and the route search processing routine is terminated.

  When the route search processing routine is executed, the searched route is displayed on the display device. At this time, for example, in a vehicle-mounted navigation system, a process of guiding the driver to the searched route to the destination point based on the output route and the current location obtained by the position measurement unit 14 is performed.

  As described above, according to the route search device according to the first embodiment, the route that minimizes the fuel consumption cost is selected, and the SOC is set for each candidate node connected from the selected route. By repeating the process of determining the SOC control schedule of the motor generator that minimizes the fuel consumption cost while exceeding the reference value until the terminal node of the selected route reaches the destination, the minimum fuel consumption cost is successively reduced. Since the route search is performed while updating, a route that minimizes the fuel consumption cost can be searched with high accuracy.

  Further, since the route with the lowest fuel consumption cost can be searched and the schedule for charging and discharging the motor generator can be determined in advance, the vehicle can travel with the least amount of fuel consumption.

  Next, a second embodiment will be described. In addition, since the structure of the route search apparatus which concerns on 2nd Embodiment is the structure similar to 1st Embodiment, it attaches | subjects the same code | symbol and abbreviate | omits description.

  The second embodiment is different from the first embodiment in that the fuel consumption amount by the internal combustion engine is calculated based on the running resistance of the vehicle.

  In the route search device according to the second embodiment, the fuel consumption calculation unit 30 calculates the target link altitude change obtained from the road network database 24 and the travel state calculation unit 26 for each target link. Based on the traveling speed of the target link, the amount of fuel consumed by traveling of only the internal combustion engine corresponding to the traveling resistance is calculated.

  The fuel consumption of the internal combustion engine is proportional to the running resistance of the vehicle, and the running resistance consists of air resistance, gradient resistance, rolling resistance, and acceleration resistance. The air resistance is proportional to the square of the traveling speed of the vehicle and is calculated based on the calculated traveling speed. The gradient resistance is proportional to the sin of the gradient angle and is calculated based on the link length obtained from the road network database 24 and the altitude change (height difference).

  The acceleration resistance is a resistance generated at the time of acceleration proportional to the vehicle weight. The acceleration resistance is obtained by multiplying the fixed value determined by the vehicle weight and the calculated number of starts. The rolling resistance is a value proportional to the vehicle weight and is treated as a fixed value.

  The fuel consumption amount calculation unit 30 calculates a running resistance composed of air resistance, gradient resistance, rolling resistance, and acceleration resistance based on the altitude change of the target link, the running speed, and the number of starts, and the calculated running resistance; A fuel consumption amount by the internal combustion engine of the target link is calculated based on the fuel consumption characteristic with respect to the running resistance measured in advance.

  Note that other configurations and operations of the route search apparatus according to the second embodiment are the same as those of the first embodiment, and thus the description thereof is omitted.

  Next, a third embodiment will be described. In addition, since the route search apparatus according to the third embodiment has the same configuration as that of the first embodiment, the same reference numerals are given and description thereof is omitted.

  The third embodiment is different from the first embodiment in that the amount of discharge caused by driving the air conditioner is further taken into consideration.

  When the temperature is high, it is necessary to drive the compressor for cooling, but it is more efficient to drive with electric energy than to start the internal combustion engine for air conditioning.

  Therefore, in the route search device according to the third embodiment, when the air temperature is high and air conditioning is being driven, the charge / discharge calculation unit 32 consumes the amount of discharge due to the torque assist operation by driving the air conditioning compressor. Electrical energy is calculated as the amount of discharge. For example, the discharge amount in the target link is calculated by multiplying the link travel time of the target link obtained from the traffic information by the discharge amount per unit time by air conditioning.

  The schedule determination unit 34 further considers the discharge amount for each link due to air conditioning in addition to the discharge amount due to the torque assist operation, and the SOC at the end node of the target link is equal to or higher than the reference value and The SOC control schedule of the target link that minimizes the fuel consumption cost is determined.

  In addition, since the other structure and effect | action of the route search apparatus which concern on 3rd Embodiment are the same as that of 1st Embodiment, description is abbreviate | omitted.

  As described above, according to the route search device according to the third embodiment, the SOC is made to be equal to or higher than the reference value and the fuel consumption cost is minimized while further considering the amount of discharge caused by driving the air conditioning. Since the SOC control schedule of the motor generator is determined, a route that minimizes the fuel consumption cost can be searched more accurately.

  In the above embodiment, the case where the route search device is mounted on a vehicle has been described as an example. However, the present invention is not limited to this, and the present invention may be applied to a device on the traffic information center side. . In this case, data indicating the departure point and the destination may be transmitted from the vehicle to be searched for a route to the device on the traffic information center side, and the route search result may be transmitted to the vehicle.

  Moreover, although the case where the link travel time and the traffic jam length are acquired as traffic information has been described as an example, the present invention is not limited to this, and one of the link travel time and the traffic jam length is acquired and acquired. The other may be calculated from the information. Further, instead of the traffic jam length, the traffic jam time may be acquired as the traffic jam information.

DESCRIPTION OF SYMBOLS 10 Route search device 14 Position measurement part 16 Computer 18 Display apparatus 20 Traffic information collection part 22 Own vehicle information acquisition part 24 Road network database 26 Running condition calculation part 28 Route search part 30 Fuel consumption calculation part 32 Charge / discharge calculation part 34 Schedule Determination unit 36 Cost calculation unit 38 Minimum cost route selection unit

Claims (8)

Road information storage means for storing road network data and link length and altitude change of each link on the road network;
Information acquisition means for acquiring travel time or traffic jam information of each link on the road network;
Fuel consumption calculating means for calculating the fuel consumption by the internal combustion engine of the vehicle for each link based on the link length of each link on the road network and the travel time or traffic jam information;
A link to each candidate node of the motor generator that is provided on the output shaft of the internal combustion engine and performs a charging operation and a torque assist operation for each of the candidate nodes connected to the terminal node of the route from the departure point of the vehicle According to each operation schedule, the charge state amount of the motor generator at the candidate node calculated from the charge amount by the charge operation based on the potential energy obtained from the altitude change and the discharge amount by the torque assist operation is greater than or equal to a reference value And calculating the fuel consumption cost from the starting point to the candidate node obtained from the calculated fuel consumption by the internal combustion engine for each link and the fuel consumption reduction amount for each link based on the torque assist operation. Determine the operation schedule up to the candidate node to minimize, and determine the determined And to calculate the fuel consumption cost to the candidate node corresponding to the operation schedule to the candidate node, and the operation schedule determination means for processing,
A route search device including:
The operation schedule determination unit selects a route to the candidate node that minimizes the calculated fuel consumption cost each time the processing is performed, and the terminal node of the selected route is a destination of the vehicle. The route search device is characterized in that the process is repeatedly performed on the selected route until reaching.   The operation schedule determination means, when a point where the altitude matches the average altitude change and the actual altitude change from the starting point to the destination is within a predetermined range including the candidate node on the route The route search device according to claim 1, wherein the operation schedule to the determined candidate node is determined. The information acquisition means acquires the congestion length of the link or the transit time of the congestion section of the link as the congestion information of each link,
When the link to the candidate node includes a link including a traffic jam section, the operation schedule determination means determines the number of starts in the traffic jam section obtained from the traffic jam length or the transit time and a predetermined one time. A charge state amount of the motor generator at the candidate node is calculated by calculating a discharge amount by the torque assist operation necessary for passing through the traffic jam section from a discharge amount by the torque assist operation necessary for starting. 3. The route search device according to 1 or 2. The information acquisition means acquires the congestion length of the link or the transit time of the congestion section of the link as the congestion information of each link,
The fuel consumption calculation means, when the link includes a traffic jam section, the fuel consumption of the internal combustion engine for the acceleration by the number of start based on the number of start in the traffic jam section obtained from the traffic jam length or the transit time The route search device according to any one of claims 1 to 3, wherein a fuel consumption amount by the internal combustion engine of the link is calculated. A computer having road information storage means for storing road network data and link length and altitude change of each link on the road network;
Information acquisition means for acquiring travel time or traffic jam information of each link on the road network;
Fuel consumption calculation means for calculating the fuel consumption by the internal combustion engine of the vehicle for each link based on the link length of each link on the road network and the travel time or traffic jam information, and the route from the departure point of the vehicle Each of the candidate nodes connected to the terminal node of the engine is provided on the output shaft of the internal combustion engine and is operated according to the operation schedule for each link to the candidate node of the motor generator that performs the charging operation and the torque assist operation. The charge amount of the motor generator at the candidate node calculated from the charge amount by the charge operation based on the potential energy obtained from the change and the discharge amount by the torque assist operation is set to a reference value or more, and the calculated Based on the fuel consumption by the internal combustion engine for each link and the torque assist operation, And determining the operation schedule to the candidate node that minimizes the fuel consumption cost from the starting point to the candidate node, obtained from the fuel consumption reduction amount for each tank, and to the determined candidate node A program for calculating a fuel consumption cost to the candidate node corresponding to the operation schedule and for functioning as an operation schedule determination means for performing processing,
The operation schedule determination unit selects a route to the candidate node that minimizes the calculated fuel consumption cost each time the processing is performed, and the terminal node of the selected route is a destination of the vehicle. The program is repeatedly performed on the selected route until reaching. Congestion section passage time acquisition means for acquiring the traffic section passage time;
From the display change period of the signal installed in the traffic jam section and the transit time, the number of start prediction means for predicting the number of start of the traffic jam section,
Start number prediction device including The number-of-starts prediction device according to claim 6;
A fuel consumption amount calculating means for calculating a fuel consumption amount when traveling in a traffic jam section based on the number of starts predicted by the start number prediction device;
A fuel consumption calculation device. The number-of-starts prediction device according to claim 6;
Necessary for one predetermined start of the motor generator that is provided on the output shaft of the internal combustion engine of the vehicle and performs the charging operation and the torque assist operation, and the number of starts predicted by the start number prediction device. From the amount of discharge due to the torque assist operation, the amount of discharge due to the torque assist operation necessary for passing through the traffic congestion section is calculated, and the operation schedule of the motor generator is determined based on the state of charge of the motor generator until the traffic congestion section. Schedule determination means for determining to be equal to or greater than the calculated discharge amount;
An operation schedule determination device including:

Images