JP2013180660A - Travel planning device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a travel planning device that creates a travel plan by which fuel consumption can be improved.SOLUTION: A travel planning device includes: a route detection part that detects a route to a destination; a travel load calculation part that calculates a travel load information on the route; and a travel plan calculation part that calculates a travel plan based on the route and the travel load information on the route. When a distance to the destination is shorter than a threshold distance, the travel plan calculation part plans a drive mode based on the travel load information detected by the route detection part, on an approach path and a return path from a reference position to the destination, and when the distance to the destination is equal to or longer than the threshold distance, the travel plan calculation part plans the drive mode based on the travel load information detected by the route detection part, on the return path from the reference position to the destination.

Description

  The present invention relates to a travel planning apparatus.

  In recent years, vehicles such as automobiles include so-called hybrid vehicles including both an internal combustion engine (engine) that burns fuel as a power source and a motor (motor generator) that is driven by electric power. Such a vehicle having a plurality of power sources is controlled to switch between running with an engine as a power source, running with a motor generator as a power source, and running with both the engine and the motor generator as power sources. Some have a control device. For example, Patent Document 1 is a control device for a hybrid vehicle that travels by selectively driving a motor and an engine, and records the travel route and the vehicle speed at each point of the travel route as travel data. Traveling data recording means, low speed traveling section identifying means for identifying a predetermined route section as a low speed traveling section from the recorded traveling data, and traveling in a motor traveling mode in which the vehicle is driven by the driving force of the motor in the low speed traveling section. Drive control means that travels in a normal travel mode in which the motor drive force, the engine drive force, or both the motor and engine drive forces are selected and traveled in a section other than the low speed travel section. A control device for a hybrid vehicle is described. Further, Patent Document 1 describes that control is executed with a forward route and a return route as one scheduled route.

JP 2005-160270 A

  The device described in Patent Literature 1 can improve fuel efficiency by controlling the operation of the power source. However, even when a route is predicted, there may be a difference between the predicted and actual travel. For this reason, there is a case where the fuel efficiency cannot be improved suitably even if the operation of the power source, that is, the drive mode is switched based on the prediction.

  An object of the present invention is to provide a travel planning apparatus that creates a travel plan that can improve fuel consumption.

  The present invention is a travel planning device, comprising: a route detection unit that detects a route to a destination; a travel load calculation unit that calculates travel load information of the route; and the route and travel load information of the route. A travel plan calculation unit for calculating a travel plan based on the reference position detected by the route detection unit when the distance to the destination is shorter than a threshold distance. When the driving mode is planned based on the traveling load information of the forward and return routes to the ground, and the distance to the destination is equal to or greater than the threshold distance, the reference position detected by the route detection unit to the destination The drive mode is planned based on the traveling load information of the forward path.

  Here, the travel load calculation unit calculates load information of a fluctuation component that fluctuates in accordance with the condition of the route, and the travel plan calculation unit calculates a travel plan in consideration of the load information of the fluctuation component. It is preferable to do.

  Further, when the distance to the destination is shorter than a threshold distance, the travel plan calculation unit may plan a drive mode based on travel load information excluding load information of the fluctuation component on the current return path. preferable.

  In addition, when the distance to the destination is longer than the set distance than the threshold distance, the travel plan calculation unit adds the set distance to the threshold and the travel load information up to the distance. It is preferable to plan the drive mode based on this.

  The travel plan calculation unit preferably stops the calculation of the travel plan when the distance to the destination is shorter than the threshold distance and the destination is not the set destination. .

  The travel plan apparatus according to the present invention produces an effect that a travel plan that can improve fuel efficiency can be created.

FIG. 1 is an explanatory diagram illustrating an example of a driving support system according to the present embodiment. FIG. 2 is a block diagram illustrating a schematic configuration of a vehicle on which the travel planning apparatus according to the embodiment is mounted. FIG. 3 is a flowchart illustrating an example of processing of the ECU. FIG. 4 is a flowchart illustrating an example of processing of the ECU. FIG. 5 is a flowchart illustrating an example of processing of the ECU.

  Hereinafter, a travel planning apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(Embodiment)
The embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a driving support system having a vehicle on which a travel planning device is mounted. First, the configuration of a driving support system having a vehicle equipped with a travel planning device will be described with reference to FIGS. 1 and 2. FIG. 1 is an explanatory diagram illustrating an example of a driving support system according to the present embodiment. FIG. 2 is a block diagram illustrating a schematic configuration of a vehicle on which the travel planning apparatus according to the embodiment is mounted.

  The driving support system 1 shown in FIG. 1 includes a plurality of vehicles 10, a plurality of traffic lights 12, 12a, a plurality of infrastructure information transmitting devices 14, a plurality of traffic information communication base stations 15, and a GPS satellite 16. . The driving support system 1 uses the information obtained by the vehicle 10 equipped with a travel planning device 19 (described later) through communication with the infrastructure information transmission device 14, the traffic information communication base station 15, and the GPS satellite 16 among the plurality of vehicles 10. This is a system for calculating a travel plan based on this. The driving support system 1 is a system that supports the driving of the driver based on the travel plan calculated by each vehicle 10 through calculation.

  The vehicle 10 is a vehicle capable of traveling on a road, such as an automobile or a truck. The vehicle 10 can travel on the road where the traffic lights 12 and 12a are arranged. The configuration of the vehicle 10 will be described later.

  The traffic lights 12, 12a are lighting devices arranged at intersections. The traffic light 12 includes a lighting section of three colors of green, yellow, and red. The traffic light 12a includes a lighting part (arrow lamp) that displays an arrow in addition to the lighting parts of three colors of green, yellow, and red. The traffic lights 12, 12a are arranged in the traveling direction of the vehicle on the road. The traffic light 12 is in a state in which the vehicle 10 may pass through the traveling direction of the vehicle 10 on the road by switching the lighting portion to emit light among the lighting portions of green, yellow, and red. Indicates a state in which it cannot pass, that is, a state to be stopped. In addition, although the driving assistance system 1 shown in FIG. 1 has shown the case where the traffic lights 12 and 12a are arrange | positioned at an intersection, the arrangement position of the traffic lights 12 and 12a is not limited to an intersection. The traffic lights 12, 12a may be arranged with respect to a pedestrian crossing, for example.

  The infrastructure information transmitting device 14 transmits infrastructure information such as road information of a road on which the vehicle 10 travels and signal information related to traffic lights 12 and 12a ahead of the vehicle 10 in the traveling direction. The infrastructure information transmission device 14 according to the present embodiment is arranged at each intersection and transmits infrastructure information to the vehicle 10 traveling in a certain range around by wireless communication. Here, the road information typically includes speed limit information of a road on which the vehicle 10 travels, stop line position information of an intersection, and the like. The signal information typically includes signal cycle information such as lighting cycles and signal change timings of the blue, yellow, and red signals of the traffic lights 12 and 12a. The infrastructure information transmitting device 14 may be provided for each of the traffic lights 12 and 12a, or may be provided at a plurality of intersections.

  The traffic information communication base station 15 is a so-called ITS (Intelligent Transport Systems) spot or roadside device that outputs road traffic information of a road on which the vehicle 10 travels. The traffic information communication base station 15 typically includes road traffic information, road traffic information, road construction information, and lane regulation information. Further, the traffic information communication base station 15 outputs road traffic information in a wide range, for example, a range of about 1000 km, to the vehicle 10. The traffic information communication base station 15 can communicate with a road traffic information center that aggregates road traffic information wirelessly or by wire, and obtains the road traffic information collected at the road traffic information management center in real time (latest). Wide area road traffic information can be acquired, and the acquired real-time road traffic information can be output to the vehicle 10.

  The GPS satellite 16 is a satellite that outputs a GPS signal necessary for position detection by GPS (GPS: Global Positioning System). Although only one GPS satellite 16 is shown in FIG. 1, the driving support system 1 includes at least three GPS satellites 16. The device that detects the position by GPS receives GPS signals output from at least three GPS satellites 16 and compares the received GPS signals to detect the position of the device itself.

  Next, the vehicle 10 equipped with the travel planning device 19 will be described with reference to FIG. In the driving support system 1 illustrated in FIG. 1, all the vehicles are the vehicles 10 on which the travel planning device 19 is mounted. However, at least one vehicle 10 may be mounted on the travel planning device 19. That is, in the driving support system 1, a vehicle not equipped with the travel planning device 19 may travel before and after the vehicle 10 equipped with the travel planning device 19.

  The vehicle 10 includes an ECU 20, a storage unit 22, an accelerator actuator 24, an engine 25a, a motor generator (MG) 25b, a brake actuator 26, a car navigation device 28, a traffic information communication unit 29, and a speaker 30. The GPS communication unit 32, the infrastructure communication unit 38, the vehicle speed sensor 40, the display device 42, the hybrid ECU 44, and the battery actuator 46 are included. Note that the ECU 20 of the vehicle 10, the storage unit 22, the car navigation device 28, the traffic information communication unit 29, the GPS communication unit 32, the infrastructure communication unit 38, the vehicle speed sensor 40, the hybrid ECU 44, and the battery actuator 46. Is also a travel planning device 19 of the vehicle 10. Further, the ECU 20 of the vehicle 10, the storage unit 22, the accelerator actuator 24, the brake actuator 26, the car navigation device 28, the traffic information communication unit 29, the speaker 30, the GPS communication unit 32, and the infrastructure communication unit 38. The vehicle speed sensor 40, the display device 42, the hybrid ECU 44, and the battery actuator 46 also serve as a driving support device for the vehicle 10. In addition to the above-described parts, the vehicle 10 includes various parts generally provided by the vehicle, a vehicle body, a brake device, an operation part (for example, a steering wheel, an accelerator pedal, and a brake pedal), a battery, and the like.

  The ECU 20 is an electronic control unit that controls each part of the vehicle 10, the accelerator actuator 24, the brake actuator 26, the car navigation device 28, the speaker 30, the GPS communication unit 32, the infrastructure communication unit 38, the vehicle speed sensor 40, the display device 42, and the like. To do. The ECU 20 is configured based on information acquired by the GPS communication unit 32, the infrastructure communication unit 38, and the vehicle speed sensor 40, and operations performed by a driver or the like input from various operation units such as an accelerator pedal and a brake pedal (not shown). To control the operation. The ECU 20 includes a drive control unit 20a, a route detection unit 20b, a travel load calculation unit 20c, a travel plan calculation unit 20d, and a driving support control unit 20e. The drive control unit 20a, the route detection unit 20b, the travel load calculation unit 20c, the travel plan calculation unit 20d, and the driving support control unit 20e will be described later.

  The storage unit 22 is a storage device such as a memory, and stores conditions and data necessary for various processes in the ECU 20 and various programs executed by the ECU 20. The storage unit 22 stores a map information database 22a. The map information database 22a stores information (map, straight road, curve, uphill / downhill, highway, sag, tunnel, etc.) necessary for vehicle travel. The map information database 22a includes a map data file, an intersection data file, a node data file, and a road data file. The ECU 20 reads out necessary information with reference to the map information database 22a.

  The accelerator actuator 24 controls the output of the power source of the vehicle 10 such as the engine 25a and the MG 25b. The accelerator actuator 24 can control, for example, the intake amount to the engine 25a, the intake timing and the ignition timing, the voltage value supplied from the MG 25b, the frequency, and the like. The accelerator actuator 24 is electrically connected to the ECU 20 and its operation is controlled by the ECU 20. The ECU 20 operates the accelerator actuator 24 according to the accelerator control signal, and adjusts the intake air amount, the intake timing and the ignition timing to the engine 25a, the voltage value and the frequency supplied by the MG 25b. In other words, the accelerator actuator 24 is a device for automatically controlling the driving force by the power source, receives the accelerator control signal output from the ECU 20, and drives each part to control the driving conditions and drive as desired. Generate power. Thus, the accelerator actuator 24 adjusts the acceleration by controlling the driving force acting on the vehicle 10.

  The engine 25a applies a driving force to the wheels of the vehicle 10 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The engine 25a consumes fuel and generates engine torque as engine torque as driving power to be applied to the drive wheels of the vehicle 10. The engine 25a is a heat engine that outputs heat energy generated by burning fuel in the form of mechanical energy such as torque, and examples thereof include a gasoline engine, a diesel engine, and an LPG engine. The engine 25 a includes, for example, a fuel injection device, an ignition device, a throttle valve device, and the like. These devices are electrically connected to an accelerator actuator 24 and controlled by the accelerator actuator 24. The output torque of the engine 25a is controlled by the accelerator actuator 24. The power generated by the engine 25a may be used for power generation in the MG 25b.

  The MG 25b applies a driving force to the wheels of the vehicle 10 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The MG 25b converts electric energy into mechanical power as driving power to be applied to the driving wheels of the vehicle 10 to generate motor torque. The MG 25b is a so-called rotating electrical machine including a stator that is a stator and a rotor that is a rotor. The MG 25b is an electric motor that converts electric energy into mechanical power and outputs it, and also a generator that converts mechanical power into electric energy and recovers it. In other words, the MG 25b has a function (power running function) as an electric motor that is driven by supplying electric power to convert electric energy into mechanical energy and outputs it, and a function as a generator (regenerative function) that converts mechanical energy into electric energy. Have both. The MG 25b is electrically connected to and controlled by the accelerator actuator 24 through an inverter or the like that converts direct current and alternating current. The output torque and power generation amount of the MG 25b are controlled by the accelerator actuator 24 via the inverter.

  The brake actuator 26 controls driving of a brake device mounted on the vehicle 10. The brake actuator 26 controls the hydraulic pressure of a wheel cylinder provided in the brake device, for example. The brake actuator 26 is electrically connected to the ECU 20 and its operation is controlled by the ECU 20. The ECU 20 operates the brake actuator 26 according to the brake control signal to adjust the brake hydraulic pressure of the wheel cylinder. In other words, the brake actuator 26 is a device for automatically controlling the braking force by the brake, and drives a solenoid or a motor of a mechanism that receives a brake control signal output from the ECU 20 and supplies hydraulic oil to the wheel cylinder. As a result, the brake hydraulic pressure is controlled to generate a desired braking force. In this way, the brake actuator 26 adjusts the deceleration by controlling the braking force acting on the vehicle 10.

  The car navigation device 28 is a device that guides the vehicle 10 to a predetermined destination. The car navigation device 28 is capable of bidirectional communication with the ECU 20. The car navigation device 28 includes a display unit, and based on the information stored in the map information database 22a and the current position information acquired by the GPS communication unit 32 described later, the surrounding map information is displayed on the display unit. indicate. In addition, the car navigation device 28 uses the information stored in the map information database 22a, the current position information acquired by the GPS communication unit 32, which will be described later, and the destination information input by the driver or the like. And the detected route information is displayed on the display unit. The car navigation device 28 includes a map information database and a GPS communication unit in its own device separately from the map information database 22a and the GPS communication unit 32, and performs route guidance and notification of current location information using each unit of the own device. You may do it.

  The traffic information communication unit 29 communicates with the above-described traffic information communication base station 15 by radio. The traffic information communication unit 29 acquires the road traffic information transmitted from the traffic information communication base station 15 and transmits the acquired road traffic information to the ECU 20. The traffic information communication unit 29 may always communicate with the communicable traffic information communication base station 15 to acquire road traffic information, or communicate with the traffic information communication base station 15 at regular time intervals. Information may be acquired.

  The speaker 30 outputs sound into the vehicle 10. The speaker 30 outputs sound corresponding to the sound signal transmitted from the ECU 20 into the vehicle.

  The GPS communication unit 32 receives GPS signals output from the plurality of GPS satellites 16. The GPS communication unit 32 sends the received GPS signal to the ECU 20. The ECU 20 detects the position information of its own device by analyzing the plurality of received GPS signals.

  The infrastructure communication unit 38 communicates with the above-described infrastructure information transmission device 14 wirelessly. The infrastructure communication unit 38 acquires the infrastructure information transmitted from the infrastructure information transmission device 14 and transmits the acquired infrastructure information to the ECU 20. The infrastructure communication unit 38 may always communicate with the communicable infrastructure information transmission device 14 to acquire infrastructure information, or communicate with the infrastructure information transmission device 14 at regular time intervals to acquire infrastructure information. Alternatively, when communication with a new infrastructure information transmission apparatus 14 becomes possible, communication with the infrastructure information transmission apparatus 14 may be performed to acquire infrastructure information.

  The vehicle speed sensor 40 detects the vehicle speed of the vehicle 10. The vehicle speed sensor 40 transmits the acquired vehicle speed information to the ECU 20.

  The display device 42 is a display device that displays various types of information notified to the driver, and is, for example, an instrument panel arranged on the dashboard of the vehicle 10. The display device 42 may be a liquid crystal display device or a display device in which various instruments are arranged. The display device 42 displays information such as the remaining amount of fuel, power source output (engine speed), door open / closed state, seat belt wearing state, and the like. The display device 42 includes a speed display area for displaying the vehicle speed.

  The hybrid ECU 44 controls the power source controlled by the accelerator actuator 24 in accordance with the drive mode of the power source. Here, the hybrid ECU 44 has an engine running mode in which a driving force is generated in the driving wheel only by the output of the engine 25a as a driving mode of the power source, and an EV in which the driving wheel is generated only by an output as the motor of the MG 25b. At least a traveling mode and a hybrid traveling mode in which driving force is generated in the driving wheels by the outputs of both the engine 25a and the MG 25b are set. The hybrid ECU 44 switches the drive mode based on the driver's drive request, battery charge state, vehicle travel state information, and the like. Further, the hybrid ECU 44 determines a drive mode that can be switched by itself based on a travel plan set by a travel plan calculation unit 20d (to be described later) of the ECU 20 and the control of the driving support control unit 20e. The hybrid ECU 44 may be in a state where only one drive mode can be selected based on the travel plan and the control state of the driving support control unit 20e. In this case, the hybrid ECU 44 sets the drive mode to the same drive mode regardless of the drive request, the battery charging state, and the vehicle running state.

  When the engine traveling mode is selected, the hybrid ECU 44 sends a control command to the accelerator actuator 24 so that the required driving force according to the driving request of the driver is generated in principle only with the engine torque of the engine 25a. When the hybrid ECU 44 selects the EV travel mode, the hybrid ECU 44 sends a control command to the accelerator actuator 24 so that the required driving force according to the driving request of the driver is generated only by the motor torque of the MG 25b. In addition, when the hybrid travel mode is selected, the hybrid ECU 44, in principle, generates the required driving force according to the driving request of the driver by the engine torque of the engine 25a and the output of the motor or generator of the MG 25b. A control command is sent to 24.

  The battery actuator 46 controls a battery mounted on the vehicle. The battery actuator 46 controls the amount of charge and the amount of discharge of the battery based on a preset charge / discharge map.

  Next, control executed by the drive control unit 20a, the route detection unit 20b, the travel load calculation unit 20c, the travel plan calculation unit 20d, and the driving support control unit 20e of the ECU 20 will be described. The drive control unit 20a controls the operation of each unit related to driving of the vehicle 10, such as the accelerator actuator 24, the brake actuator 26, the hybrid ECU 44, and the like. The drive control unit 20a controls the operation of each unit related to the driving of the vehicle 10 based on the driving request of the driver, the braking request of the driver, the detection result of the vehicle speed sensor 40, and the like, and controls the driving of the vehicle 10. . In addition, the drive control unit 20a outputs information acquired from each unit connected to the ECU 20 to the accelerator actuator 24, the brake actuator 26, and the hybrid ECU 44.

  The route detection unit 20 b performs two-way communication with the car navigation device 28 and detects a travel route to the destination of the vehicle 10. The route detection unit 20b outputs the information in the map information database 22a, the road traffic information acquired by the traffic information communication unit 29, the current position information acquired by the GPS communication unit 32, and the like to the car navigation device 28. The information of the route calculated by is acquired. The route detection unit 20b may detect the route without using the calculation result of the car navigation device 28. That is, the route detection unit 20b may detect the travel route to the destination by a process different from that of the car navigation device 28.

  The traveling load calculation unit 20c calculates the load generated when traveling on the route detected by the route detection unit 20b by calculation. The traveling load calculation unit 20c calculates the power (traveling power) necessary for traveling on the route based on the inclination of the traveling route, the required time, the braking speed, and the like. Based on the calculated power, the traveling load calculation unit 20c calculates fuel and electric power necessary for traveling on the route, and calculates the traveling load information. In addition, the traveling load calculation unit 20c performs regeneration at the MG 25b when traveling on the route, and when power can be charged, calculates the power that can be charged and calculates it as a part of the traveling load. Note that the chargeable power may be subtracted from the power consumption. That is, the traveling load calculation unit 20c calculates the traveling load with a lighter value when there is electric power that can be charged. Note that the travel load information is not limited to energy consumption, fuel consumption, and travel power, but may include vehicle speed, gradient, required time, and the like.

  The travel plan calculation unit 20d creates a travel plan by calculation based on the travel route detected by the route detection unit 20b and the travel load calculated by the travel load calculation unit 20c. Specifically, the travel plan calculation unit 20d determines a drive mode for traveling along each position of the travel route based on the travel route and the travel load, and determines the relationship between the determined drive mode and the position of the travel route. Make a travel plan.

  The driving support control unit 20e supports the driving of the driver by controlling the driving mode based on the driving plan calculated by the driving plan calculation unit 20d. Specifically, the driving support control unit 20e controls operations of the drive control unit 20a, the accelerator actuator 24, and the hybrid ECU 44 so that the vehicle 10 is driven in the determined drive mode. The driving support control unit 20e may execute various driving supports other than the drive mode based on the travel plan. For driving assistance, display the speed that can be passed without stopping with a traffic light, and notify the driver's driving assistance, accelerator off timing and brake on timing that can be achieved with good energy efficiency when stopping on the stop line There are movements.

  Hereinafter, the control executed by the ECU 20 of the vehicle 10 will be described in more detail with reference to FIGS. 3 to 4. 3 and 4 are flowcharts showing an example of processing of the ECU 20 respectively. 3 and 4 is executed by each part of the ECU 20 such as the route detection unit 20b, the travel load calculation unit 20c, and the travel plan calculation unit 20d. This is realized.

  ECU20 detects the setting of the destination as step S12. Here, the setting of the destination is detected based on information input to the car navigation device 28 or the like by the driver or the like. When the ECU 20 detects the destination setting in step S12, the ECU 20 determines in step S14 whether the remaining distance to the destination <the first threshold value. That is, it is determined whether the remaining distance to the destination is shorter than the first threshold.

  If the ECU 20 determines in step S14 that the remaining distance to the destination is not the first threshold value (No), that is, if the remaining distance to the destination is greater than or equal to the first threshold value, Information in the range up to the threshold is extracted. That is, the ECU 20 extracts travel load information and information used to create a travel plan for a range up to the first threshold. Specifically, it is road (map) information for calculating a route and road traffic information. The ECU 20 proceeds to step S28 after performing the process of step S16.

  If it is determined in step S14 that the remaining distance to the destination <the first threshold value (Yes), the ECU 20 determines in step S18 whether the remaining distance to the destination <the second threshold value, that is, up to the destination. It is determined whether the remaining distance is shorter than the second threshold. Here, the second threshold is a distance shorter than the first threshold. If the ECU 20 determines in step S18 that the remaining distance to the destination <the second threshold value is not satisfied (No), that is, if the remaining distance to the destination is not greater than or equal to the second threshold value, the ECU 20 returns to the destination as step S20. Extract the route information. That is, the ECU 20 extracts travel load information and information used to create a travel plan for the route to the destination. After the processing of step S20, the ECU 20 proceeds to step S28.

  If it is determined in step S18 that the remaining distance to the destination is less than the second threshold (Yes), the ECU 20 determines in step S22 whether the destination is frequently visited by the driver. Here, whether the driver frequently visits can be determined based on whether it is a position set as a destination in the past, a registered destination, or the like. If the ECU 20 determines that the destination is not frequently visited in step S22 (No), the ECU 20 sets to not support in step S24. That is, the ECU 20 determines not to execute driving support for the travel plan corresponding to the destination. When the ECU 20 performs the process of step S24, the process proceeds to step S28.

  If the ECU 20 determines that the destination is a frequent destination in step S22 (Yes), the ECU 20 extracts information on the round-trip route as step S26. That is, the ECU 20 extracts travel load information and information used to create a travel plan for a round trip route from the reference position to the destination. That is, in addition to information on the route from the reference position to the destination, information on the route from the destination to the reference position is also extracted. Here, the reference position is a position determined by a user setting. As the reference position, the current position or a set position (home or the like) can be used. After the processing of step S20, the ECU 20 proceeds to step S28.

  After executing the processes of steps S16, S20, S24, and S26, the ECU 20 generates travel load information as step S28. That is, the ECU 20 creates travel load information in a corresponding range based on the information extracted in steps S16, S20, S24, and S26 by the travel load calculation unit 20c. Note that the ECU 20 does not create travel load information when it is determined in step S20 that driving assistance is not performed.

  After creating the travel load information in step S28, the ECU 20 creates a travel plan as step S29. Specifically, the ECU 20 creates a travel plan based on the travel route information and the travel load information created in step S28 by the travel plan calculation unit 20d. When the ECU 20 creates a travel plan in step S29, the process ends.

  As shown in FIG. 3, the travel planning device 19 determines a target range for calculating a travel plan according to the remaining distance to the destination (distance to the destination), thereby providing more appropriate travel support. Can be executed. Specifically, when the remaining distance to the destination is less than the threshold distance (second threshold), a travel plan is created for the round trip route, and the remaining distance to the destination is greater than or equal to the threshold distance (second threshold). In this case, a travel plan is created for only a route shorter than the round trip, for example, a route to the destination (route to the destination) or a route to a predetermined distance. Thereby, the error which arises in a travel plan can be made small, and a highly accurate travel plan can be created. By increasing the accuracy of the travel plan, it is possible to travel using the driving force of the vehicle 10 at a suitable ratio, and to improve fuel efficiency.

  In addition, when the remaining distance to the destination is greater than or equal to the second threshold and less than the first threshold, the travel planning device 19 creates a travel plan for the route to the destination, and the remaining distance to the destination is the first distance. If it is equal to or greater than the threshold, a travel plan for the route up to the distance that is the first threshold is created. As a result, even when the distance to the destination is long, errors that occur in the travel plan can be reduced, and a travel plan with higher accuracy can be created. By increasing the accuracy of the travel plan, it is possible to travel using the driving force of the vehicle 10 at a suitable ratio, and to improve fuel efficiency. In the above embodiment, the first threshold value is used to switch between the route of the entire forward path or the range up to the first threshold value, but only one of them may be switched. That is, when the remaining distance is equal to or greater than the second threshold value, one of step S16 and step S20 may always be executed.

  Moreover, the travel plan apparatus 19 does not perform the travel support based on the travel plan when it is determined that the destination is not the destination that the driver frequently visits. As a result, the travel planning device 19 does not create a travel plan when the destination is not a frequent destination and when the possibility of going back and forth to the destination is low, that is, when there is a high possibility that the destination travels a plurality of destinations. Therefore, it is possible to create a travel plan that is not appropriate, and to suppress a reduction in fuel consumption. In the present embodiment, the determination in step S22 is performed, but this process is not necessarily performed.

  Although the travel plan apparatus 19 demonstrated that the process shown in FIG. 3 was performed after the destination was installed, it is not limited to this. The travel plan device 19 may create a travel plan even after the destination is set. That is, the travel planning device 19 may create the travel plan again when a predetermined condition (for example, every constant distance travel, every constant time elapses) is satisfied after the destination is set. Thereby, each information can be updated to the newest state, a travel plan can be correct | amended appropriately, and a fuel consumption can be improved more.

  Here, it is preferable that the travel plan device 19 creates travel load information in consideration of traffic jam information of road traffic information. Thereby, it is possible to create a travel plan in consideration of the presence or absence of a traffic jam point, and it is possible to appropriately set a drive mode during travel in a traffic jam section and a drive mode during travel outside the traffic jam section. Moreover, it is preferable that the travel planning device 19 switches whether or not to add traffic jam information depending on the situation.

  An example of the process of the ECU 20 of the travel planning device 19 will be described with reference to FIG. The processing shown in FIG. 4 can be executed as the processing at the time of extracting the information in steps S16, S20, S24, and S26 and the processing in steps S28 and 29.

  ECU20 determines whether the information of an outward path | route is extracted as step S40. If the ECU 20 determines in step S40 that the forward path information is not extracted (No), the ECU 20 proceeds to step S48. If it is determined in step S40 that the forward route information is extracted (Yes), the ECU 20 extracts traffic jam information as step S42. Here, the traffic jam information can be acquired as road traffic information.

  After extracting the traffic jam information in step S42, the ECU 20 determines whether there is a traffic jam location in step S44, that is, whether there is a traffic jam location in the detected route. If it is determined in step S44 that there is no traffic jam (No), the ECU 20 proceeds to step S48. If the ECU 20 determines in step S44 that there is a traffic jam location (Yes), the traffic jam location extracts travel load information at the time of traffic jam as step S46, and the process proceeds to step S50.

  When it is determined No in step S40 or No in step S44, the ECU 20 extracts travel load information at the time of non-congestion as step S48, and proceeds to step S50.

  After executing the processes of steps S46 and S48, the ECU 20 generates travel load information as step S50. That is, the ECU 20 creates travel load information in a corresponding range by using the travel load calculation unit 20c in consideration of the travel load information extracted in steps S46 and S48.

  After creating the travel load information in step S50, the ECU 20 creates a travel plan as step S52. Specifically, the ECU 20 creates a travel plan based on the travel route information and the travel load information created in step S50 by the travel plan calculation unit 20d. When the ECU 20 creates the travel plan in step S52, the process ends.

  As shown in FIG. 4, the travel planning device 19 applies the travel load information to the forward route among the travel routes based on the traffic jam information when there is a traffic jam, and the non-congested route to the return route. A travel plan is created by applying the travel load information. As a result, it is possible to suppress the traffic information that dynamically changes, that is, the indeterminate travel load information being applied to the route on the return path and the creation of an inappropriate travel plan. Thereby, it can suppress that the improvement effect of a fuel consumption deteriorates.

  In the processing shown in FIG. 4, the travel load information at the time of non-congestion is used for the return road, but the travel load information at the time of traffic congestion may be processed and used. That is, the travel planning device 19 may perform weighting processing on the travel load information at the time of traffic jam so as to be able to cope with a change in time. Further, the travel planning device 19 may roughen the estimation accuracy and the estimated granularity (such as the length of the sampling section) in the travel load information on the return path than the travel load information on the outward path.

  Next, an example of driving support processing using a travel plan will be described with reference to FIG. FIG. 5 is a flowchart illustrating an example of processing of the ECU. The ECU 20 repeatedly executes the process shown in FIG. ECU20 acquires a travel plan as Step S60. The travel plan may be a plan that has been acquired in advance. If ECU20 acquires a travel plan by step S60, it will acquire a present position as step S62. Information on the current position can be acquired from the GPS communication unit 32.

  If ECU20 acquires a present position by step S62, it will determine whether it is an EV travel area as step S64. The ECU 20 compares the travel plan acquired in step S60 with the current position acquired in step S62, and determines whether the drive mode of the travel plan at the current position is the EV travel mode. If it is determined in step S64 that the vehicle is in the EV travel section (Yes), the ECU 20 sets the drive mode to the EV travel mode in step S66 and ends the present process. If it is determined in step S64 that the vehicle is not in the EV travel section (No), the ECU 20 sets the drive mode to the hybrid travel mode in step S68 and ends the present process.

  The vehicle 10 can efficiently use the driving force of the power source and improve the fuel consumption by switching the driving mode based on the travel plan created by the travel plan device 19 in this way. For example, when the vehicle 10 is a plug-in hybrid vehicle, more electric power charged in the battery can be used before reaching the charging position again. Thereby, electric power can be consumed efficiently and a fuel consumption can be improved.

  The driving support system 1 of the above embodiment can efficiently acquire road information in a wider area by acquiring road traffic information through communication with the traffic information communication base station (ITS spot) 15. Although the vehicle 10 of the driving support system 1 of the above embodiment has acquired the road traffic information through communication with the traffic information communication base station, the present invention is not limited to this. The vehicle 10 may receive radio waves output by various radio communications, for example, radio radio waves and television radio waves, and acquire road traffic information included in the radio waves.

DESCRIPTION OF SYMBOLS 1 Driving support system 10 Vehicle 12, 12a Traffic light 14 Infrastructure information transmission apparatus 15 Traffic information communication base station 16 GPS satellite 19 Travel plan apparatus 20 ECU
20a Drive control unit 20b Route detection unit 20c Travel load calculation unit 20d Travel plan calculation unit 20e Driving support control unit 22 Storage unit 24 Accelerator actuator 25a Engine 25b MG (motor generator)
26 Brake Actuator 28 Car Navigation Device 30 Speaker 32 GPS Communication Unit 38 Infrastructure Communication Unit 40 Vehicle Speed Sensor 42 Display Device 44 Hybrid ECU
46 Battery actuator

Claims (5)

A route detector for detecting the route to the destination;
A travel load calculation unit for calculating travel load information of the route;
A travel plan calculation unit that calculates a travel plan based on the route and the travel load information of the route;
When the distance to the destination is shorter than a threshold distance, the travel plan calculation unit is driven based on the travel load information on the forward and return routes from the reference position detected by the route detection unit to the destination Plan mode,
When the distance to the destination is greater than or equal to a threshold distance, the travel planning device plans the drive mode based on travel load information on the forward path from the reference position detected by the route detection unit to the destination. . The traveling load calculation unit calculates load information of a fluctuation component that fluctuates according to the situation of the route,
The travel planning apparatus according to claim 1, wherein the travel plan calculation unit calculates a travel plan in consideration of load information of the fluctuation component.   When the distance to the destination is shorter than a threshold distance, the travel plan calculation unit plans a drive mode based on travel load information excluding load information of the fluctuation component of the current return path. The travel plan apparatus according to claim 2.   When the distance to the destination is longer than the set distance, the travel plan calculation unit, based on the route to the distance obtained by adding the set distance to the threshold and travel load information The driving plan apparatus according to any one of claims 1 to 3, wherein the driving mode is planned.   The travel plan calculation unit stops the calculation of the travel plan when the distance to the destination is shorter than the threshold distance and the destination is not a set destination. The travel plan apparatus according to any one of claims 1 to 4.

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