JP2015209049A - Energy management device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an energy management device capable of performing control according to an energy control plan while suppressing the frequency of re-creating an energy control plan.SOLUTION: When it is detected that a hybrid vehicle deviates from a travel route S2 by a travel route deviation monitoring part 16, a return route S4 for causing the hybrid vehicle to return to the travel route S2 is planned by a return route planning part 17. A degree of similarity S5 between the return route S4 and a section of deviation from the travel route S2 is calculated by a similarity calculation part 18. Based on the calculated similarity S5, it is determined by an energy control plan correction determination part 19 which of a plurality of correction modes in an energy control plan S3 by an energy consumption mode planning part 14 is to be selected.

Description

  The present invention relates to an energy management device for managing energy consumption of a hybrid vehicle having a plurality of vehicle devices driven by different energy sources such as fossil fuel and electric power.

  A so-called hybrid vehicle having a plurality of vehicle devices driven by different energy sources such as fossil fuel and electric power has various operation modes in order to suppress energy consumption required for traveling.

  As the operation mode, for example, a mode in which only the power output from an engine provided in the vehicle is used as a power source, a mode in which only the power output from a motor provided in the vehicle is used as a power source, an engine and a motor are provided. A mode that travels using the combined power of the two power sources as well as the engine output is input to a separate generator installed in the vehicle to generate power, and the motor is driven by the generated power. There are modes to run.

  In a hybrid vehicle, when the method of supplying an energy source to the vehicle from the outside is limited to a method using fossil fuel, the consumption of fossil fuel becomes a direct financial burden on the user. Therefore, a technique for minimizing the consumption rate of fossil fuel in a hybrid vehicle has been proposed.

  Some vehicles can replenish their energy source from outside by methods other than using fossil fuels. For example, as an energy source, there is a vehicle capable of directly supplying electric power from the outside, a so-called plug-in hybrid vehicle.

  Considering the cost of fossil fuel and electric power with respect to mileage, using electric power as an energy source is overwhelmingly cheap, and in order to reduce the financial burden on the user, it is better not to use fossil fuel as much as possible . Therefore, it has been studied to minimize the consumption rate of fossil fuel even in plug-in hybrid vehicles.

  Technologies for minimizing the consumption rate of fossil fuel in a hybrid vehicle are disclosed in, for example, Patent Document 1 and Patent Document 2. The control device for a hybrid vehicle disclosed in Patent Document 1 divides a travel route to a destination into a plurality of sections, and previously determines a braking / driving force command value for the vehicle for each of the divided sections (hereinafter referred to as “divided sections”). Set an efficiency index that represents the efficiency of fossil fuel use. Based on the vehicle speed, the braking / driving force command value, and the efficiency index, the control device reduces the amount of charge to the battery as the efficiency index increases, that is, the engine and the engine Determine the operating point of the motor.

  The hybrid vehicle drive control system disclosed in Patent Document 2 predicts a driving pattern that takes into account the past driving characteristics of the driver in order to set an optimal driving schedule that does not interfere with the driving preference of the driver, Set an appropriate driving schedule.

Japanese Patent No. 3624839 Japanese Patent No. 3933056

  The longitudinal movement of the vehicle including the hybrid vehicle can be expressed by a balance between the driving force generated by the engine, the motor, and the like and the running resistance caused by the road surface condition and the vehicle specifications of the vehicle. The running resistance includes climbing resistance, rolling resistance, air resistance, and acceleration resistance.

  On the travel route of the vehicle, there may be a place where the altitude changes, for example, a mountain part and a valley part, and a place where the speed and acceleration change, for example, a highway and an intersection. Changes in altitude, speed, and acceleration affect the driving force of the hybrid vehicle, and thus greatly affect the planning of the energy control plan for the travel route.

  The energy control plan is drafted assuming a travel route. If the vehicle deviates from the travel route, it may be necessary to recreate the energy control plan. For example, when the vehicle travels on a route having a relatively large change in terrain from the original travel route, the energy control plan changes relatively greatly, so that recreation of the energy control plan is indispensable.

  In the technique disclosed in Patent Document 1 described above, since the braking / driving force command value of the vehicle is set in advance for each divided section and the efficiency index is set, the driving force is obtained for each divided section and the energy control plan is calculated. It is planned. Therefore, when recreating the energy control plan, it is necessary to recreate each divided section.

  Further, in the technique disclosed in Patent Document 2 described above, the return route from the departure point is searched, and even if the searched return route and the original travel route are relatively close to each other and are similar, An energy control plan for the return path is created each time.

  In order to quickly create an energy control plan for the return route, energy consumption is calculated for each divided section, and not only simply determining the braking / driving command value based on the efficiency index, but also multiple vehicle indices. It is necessary to calculate a pattern that falls within an appropriate value and minimizes the consumption rate of fossil fuel using an optimization calculation or the like.

  In order to perform such calculation, the arithmetic unit is required to have a relatively high calculation capability and a relatively large storage capacity of the memory. When such an arithmetic unit is realized with inexpensive and high environmental resistance components that can be mounted on a vehicle, the calculation capacity and the storage capacity of the memory are limited. A lot of calculation time is required to recreate the plan.

  If the driver frequently deviates from the route, a situation occurs in which the energy control plan for the next return route is created before the creation of the energy control plan for the previous return route is completed. In the worst case, the destination arrives at the destination without finally recreating the energy control plan. That is, after deviating from the travel route, the control based on the energy control plan is not executed, and the effect of suppressing the consumption rate of fossil fuel to the minimum may not appear.

  The objective of this invention is providing the energy management apparatus which can perform control according to an energy control plan, suppressing the frequency of re-creation of an energy control plan.

  An energy management device according to the present invention is an energy management device used in a hybrid vehicle having a plurality of vehicle devices driven by different energy sources, and includes a destination input unit for inputting a destination, and a current location of the hybrid vehicle. Of the hybrid vehicle based on the current location information that represents the current location information, the destination information that represents the destination input to the destination input unit, and the current location information acquired by the current location acquisition unit Before departure, based on a travel route planning unit that plans a travel route on which the hybrid vehicle should travel, the travel route planned by the travel route planning unit, and the current location information acquired by the current location acquisition unit. During the travel of the hybrid vehicle, the hybrid vehicle deviates from the travel route. A travel route departure monitoring unit that detects whether the hybrid vehicle has deviated from the travel route by the travel route departure monitoring unit, and a return that returns the hybrid vehicle to the travel route. The hybrid for controlling energy consumption by the plurality of vehicle devices based on the travel route when the travel route is planned by the return route planning unit for planning a route and the travel route planning unit An energy control plan that is a plan for selecting an operation mode of the vehicle is created, and when the hybrid vehicle deviates from the travel route by the travel route departure monitoring unit, the return route plan unit plans the energy control plan. An energy consumption mode meter that corrects the energy control plan based on the return path And when the hybrid vehicle deviates from the travel route by the travel route departure monitoring unit, a departure section where the hybrid vehicle departs from the travel route and the return route are similar to each other A similarity calculation unit that calculates a degree of similarity and the similarity calculated by the similarity calculation unit when the hybrid vehicle deviates from the travel route by the travel route departure monitoring unit. An energy control plan correction determination unit that determines which of a plurality of correction modes defined as correction modes of the energy control plan by the energy consumption mode planning unit is selected based on the degree, and the energy control plan based on the energy control plan Managing energy consumption of the hybrid vehicle by controlling the vehicle equipment And an energy management department.

  According to the energy management device of the present invention, when the travel route deviation monitoring unit detects that the hybrid vehicle deviates from the travel route, a return route for returning the hybrid vehicle to the travel route is planned. The similarity between the return route and the deviation section of the travel route is calculated by the similarity calculation unit. Based on the calculated similarity, the energy control plan correction determination unit determines whether to select one of a plurality of correction modes of the energy control plan by the energy consumption mode planning unit. The energy control plan correction mode includes, for example, an uncorrected mode in which the energy control plan created based on the travel route is not corrected, and an energy control created based on the travel route in accordance with the travel distance of the return route. For example, an extension mode may be used in which the plan is extended to create a new energy control plan for the return path section.

  By appropriately selecting the correction mode of the energy control plan, the frequency of recreating the energy control plan can be suppressed. In addition, the calculation load when recreating the energy control plan can be reduced and the time required for recreating the energy control plan can be shortened, so that control according to the energy control plan can be continued. Therefore, it is possible to provide an energy management device capable of performing control according to the energy control plan while suppressing the frequency of recreating the energy control plan.

It is a block diagram which shows the structure of the vehicle 20 provided with the energy management apparatus 1 which is the 1st Embodiment of this invention. It is a block diagram which shows the structure of vehicle 20A provided with 1 A of energy management apparatuses which are the 2nd Embodiment of this invention. It is a figure which shows an example of the return path | route for returning to the driving | running route planned before driving | running | working of a vehicle, and a driving | running route. It is a figure which shows an example of the topography and altitude in the driving | running route W0 and return route W1, W2 shown in FIG. 3, and an energy control plan.

<Prerequisite technology>
Regarding the relationship between the energy control plan for the travel route and the energy control plan for the return route when the vehicle deviates from the travel route planned before departure and then returns to the original travel route via the return route This will be described below.

  First, the relationship between the vehicle travel route and the instantaneous energy consumption and energy consumption of the vehicle will be described. As shown in the following formulas (1) to (5), the movement of the vehicle including the hybrid vehicle includes the driving force Ftrac generated by the engine and the motor, the road surface condition, and the vehicle specifications of the vehicle. It can be expressed by the balance with the running resistance caused by The running resistance includes a climbing resistance Rs, a rolling resistance Rr, an air resistance Rl, and an acceleration resistance Ra.

  In the above formulas (1) to (5), m is the weight of the vehicle, g is the acceleration of gravity, θ is the slope of the road surface, μr is the rolling friction coefficient, μa is the air resistance coefficient, and A is the front projected area of the vehicle body of the vehicle. , Vel represents the speed of the vehicle (hereinafter sometimes referred to as “vehicle speed”), and Acc represents the acceleration of the vehicle. The driving force Ftrac shown in the equation (1) treats the engine and motor outputs as positive values, and the regenerative energy that the motor regenerates during deceleration is a negative value.

  In the technique disclosed in Patent Document 1 described above, the travel route to the destination is divided into a plurality of parts, and the braking / driving force command value of the vehicle is set in advance for each divided section, and an efficiency index representing the utilization efficiency of fossil fuel is obtained. Since it is set, the driving force Ftrac is obtained for each divided section, and an energy control plan is drawn up.

The contents of the above formulas (1) to (5) are formulas used when determining the longitudinal movement of the vehicle, and are described in the following references.
Reference: "Automotive Engineering-Basics", First Edition, Japan Society for Automotive Engineers, December 31, 2002, Chapter 2, Section 2.2

  Furthermore, each running resistance of said Formula (2)-Formula (5) is demonstrated. The climbing resistance Rs is a component force in the slope direction that is generated when the vehicle climbs the slope. The climbing resistance Rs can be obtained from the vehicle weight m, the gravitational acceleration g, and the road surface inclination θ, as shown in the equation (2).

  From the above equation (2), it is understood that the climbing resistance Rs is influenced only by the road surface inclination θ, assuming that the weight m of the vehicle and the gravitational acceleration g are constant. Therefore, there are mountain and valley portions on the travel route, and when the altitude changes, the slope θ of the road surface changes, so that the driving force Ftrac of the vehicle increases or decreases.

  The rolling resistance Rr is a resistance force generated between the tire of the vehicle and the road surface, and is a value specific to the material, structure, and dimensions of the tire. The rolling resistance Rr can be obtained from the weight m of the vehicle, the gravitational acceleration g, and the rolling friction coefficient μr inherent to the vehicle, as shown in the equation (3). The rolling resistance Rr is a resistance force that is generated only when the vehicle is traveling, that is, when the tire is rotating, and therefore does not occur when the vehicle speed Vel is 0 km / h. Therefore, when the vehicle speed Vel is 0 km / h, the rolling resistance Rr is zero (Rr = 0).

  The air resistance Rl is energy loss due to air, such as a frictional force between the vehicle body of the vehicle and the air, and a force with which the front surface of the vehicle collides with air. The air resistance Rl is a value proportional to the air resistance coefficient μa, the front projection area A of the vehicle body, and the square of the vehicle speed Vel, and can be obtained by the above equation (4).

  The acceleration resistance Ra is an inertia force generated when the vehicle accelerates and decelerates. The acceleration resistance Ra is a value proportional to the weight m of the vehicle and the acceleration Acc of the vehicle, and can be obtained by the equation (5).

  In the equation (4), since the air resistance coefficient μa and the front projection area A are constant, the air resistance Rl shown in the equation (4) is influenced only by the vehicle speed Vel. In the equation (5), since the vehicle weight m is constant, the acceleration resistance Ra shown in the equation (5) is influenced only by the acceleration Acc of the vehicle.

  Therefore, when there is an expressway in the travel route and there are many stop points such as intersections in the travel route, the vehicle speed Vel continues to increase due to high speed travel, or acceleration / deceleration during signal stop As a result, a large amount of acceleration Acc is generated, and the driving force Ftrac of the vehicle increases or decreases.

  That is, when there are places where the altitude changes on the travel route W0, such as mountainous areas and valleys, and there are places where the speed and acceleration change, such as highways and intersections, these changes. However, it affects the driving force Ftrac of the hybrid vehicle, and thus greatly affects the planning of the energy control plan for the travel route.

  FIG. 3 is a diagram illustrating an example of a travel route planned before the vehicle travels and a return route for returning to the travel route. In FIG. 3, the first return route W1 and the second return route as the return route from when the vehicle 50 deviates from the travel route W0 at the first point P1 to the return to the original travel route W0 at the second point P2. The return path W2 is shown.

  FIG. 4 is a diagram showing an example of the topography and altitude and the energy control plan on the travel route W0 and the return routes W1 and W2 shown in FIG. 4A shows the topography and altitude of the travel route W0 and the energy control plan, and FIG. 4B shows the topography and altitude of the first return route W1 and the energy control plan, and FIG. c) shows the topography and altitude of the second return path W2 and the energy control plan.

  In the example shown in FIG. 3, as the travel route W0, after passing through the first point P1 from the departure point SP, it passes through the mountain area AR1, then passes through the valley part AR2 such as a river, and then passes through the second point P2. Later, a route arriving at the destination GP is searched. The altitude of the travel route W0 is as shown in FIG.

  The energy control plan ES0 for the travel route W0 is a control plan E10 for the departure area from the departure point SP to the first point P1 and a section where the vehicle 50 deviates from the travel route W0 (hereinafter referred to as “deviation section”). It includes control plans E11, E12, E13 for the section from the first point P1 to the second point P2, and a control plan E14 for the destination area from the second point P2 to the destination GP.

  The control plan of the deviation section from the first point P1 to the second point P2 is the control plan E11 of the first divided section from the first point P1 to the highest altitude of the mountainous area AR1 (hereinafter referred to as “the highest point”). And the control plan E12 of the second divided section from the highest point of the mountain area AR1 to the position where the altitude of the valley AR2 is the lowest (hereinafter referred to as “lowest point”), and from the lowest point of the valley AR2 to the second point P2. And the control plan E13 of the third divided section.

  For example, in the control plan E11 for the first divided section, an operation mode is selected in which the vehicle travels using power obtained by combining the outputs of both the engine and the motor. In the control plan E12 for the second divided section, an operation mode in which the vehicle travels using the regenerative energy of the motor as a power source is selected. In the control plan E13 for the third divided section, an operation mode in which the vehicle travels using only the power output from the motor 22 as a power source is selected.

  Here, when the vehicle 50 deviates from the previous travel route W0 at the first point P1, return routes W1 and W2 are shown. The vehicle 50 travels along a return route, for example, a first return route W1 indicated by a solid line in FIG. 3, and travels along the first return route W1 up to a certain point, in the example shown in FIG. Return to the travel route W0.

  The first return route W1 in this case, like the travel route W0, passes through the first point P1 from the departure point SP, then passes through the mountainous area AR1 and the valley part AR2 such as a river, and at the second point P2. Merge and arrive at destination GP. The altitude of the first return path W1 is as shown in FIG.

  The energy control plan ES1 of the first return route W1 is a departure area control plan E10 from the departure point SP to the first point P1 and a deviation section from the travel route, similarly to the energy control plan ES0 of the travel route W0. It includes a control plan E11, E12, E13 for a section from a certain first point P1 to a second point P2, and a control plan E14 for a destination area from the second point P2 to the destination GP.

  Comparing the altitude change of the travel route W0 shown in FIG. 4 (a) with the altitude change of the first return route W1 shown in FIG. 4 (b), the magnitude of the altitude and the appearance positions of the highest and lowest points Although they are slightly different, they show a similar altitude change globally, and it can be seen that the energy control plans ES0 and ES1 to be created at this time are also similar.

  In other words, when traveling on the first return route S1 instead of the original travel route W0, the energy travel plan calculated based on the original travel route is used as it is, or by making a simple change, It can be seen that it can be used continuously without having to create it.

  This is based on the fact that, when the travel route W0 and the first return route W1 are located at relatively close positions, the terrain is often continuous and the travel is performed with almost the same altitude change. Yes.

  On the other hand, since the second return route W2 is a route that deviates greatly from the original travel route W0, when traveling on the second return route W2, the change in the terrain from the original travel route W0 is caused. Relatively large. As a result, the energy control plans that are created are relatively different.

  Specifically, as shown in FIG. 4 (c), the energy control plan ES2 of the second return route W2 is the travel route W1 and the first return in the departure area from the departure point SP to the first point P1. Although the control plan ES10 similar to the route W1 can be used, it is necessary to create new control plans ES21, ES22, ES23, E24 in the route after the first point P1.

  For example, since the second return route W2 bypasses the mountainous area AR1, the altitude decreases from the first point P1 to the valley part AR2 in the deviation section from the first point P1 to the second point P2. In the first divided section up to the starting point, the height difference due to the mountainous area AR1 has disappeared, and a control plan E21 different from the travel route W0 is required.

  In the second divided section from the point where the altitude begins to decrease due to the valley AR2, to the lowest point of the valley AR2, the motor is the same control plan as the second divided section of the travel route W0 and the first return route W1. It is possible to use a control plan E22 in which an operation mode in which the vehicle travels using the regenerative energy as a power source is selected. However, in the third divided section from the lowest point of the valley part AR2 to the second point P2, a control plan E23 different from the travel route W0 is required.

  As a result, even in the destination area from the second point P2 to the destination GP, the same control plan as the travel route W0 may fail, and a control plan ES24 different from the travel route W0 is required. Therefore, in the case of the second return path W0, it is essential to recreate the energy control plan.

  In the technique disclosed in Patent Document 1 described above, since the braking / driving force command value of the vehicle is set in advance for each divided section and the efficiency index is set, the driving force is obtained for each divided section and the energy control plan is calculated. It is planned. Therefore, when the energy control plan is recreated, it is necessary to recreate each divided section.

  In addition, when the return route is shown when the vehicle deviates from the travel route W0, it is rare to show a return route that deviates significantly from the travel route W0, and in many cases, the return route is planned with a route relatively close to the travel route W0. It is often guided to the original travel route W0 at an early stage. For example, in the example shown in FIG. 3, the second return route W2 is rarely presented as the return route for the travel route W0. Basically, the first return route W1 that is relatively close to the travel route W0 is used. Often presented to the driver.

  However, when the vehicle 50 deviates from the travel route W0, for example, in the technique disclosed in Patent Document 2 described above, the return route from the departure point is searched, and the searched return route and the original travel route are relatively different. An energy control plan for the return path is created each time, even if they are close and similar.

  In order to quickly create an energy control plan for the return path, the energy consumption is calculated by performing the calculations of Equations (1) to (5) for each divided section, and the control is simply performed based on the efficiency index. In addition to obtaining the drive command value, it is necessary to calculate a pattern in which a plurality of indices of the vehicle are within appropriate values and the fossil fuel consumption rate is minimized by using an optimization calculation or the like.

  For example, even when the control is performed according to the required braking / driving command value, the vehicle capacity is considered not to cause overcharge or overdischarge, or to cause engine failure due to running out of fuel. It is necessary to calculate a pattern in which the plurality of indices are within an appropriate value and the consumption rate of fossil fuel is minimized by using an optimization calculation or the like.

  In order to perform such calculation, the arithmetic unit is required to have a relatively high calculation capability and a relatively large storage capacity of the memory. When such an arithmetic unit is realized with inexpensive and high environmental resistance components that can be mounted on a vehicle, the calculation capacity and the storage capacity of the memory are limited. A lot of calculation time is required to recreate the plan.

  If the driver frequently deviates from the travel route of the vehicle, the energy control plan for the next return route may be created before the creation of the energy control plan for the previous return route is completed. Occur. In the worst case, the destination arrives at the destination without finally recreating the energy control plan. That is, after deviating from the travel route, the control based on the energy control plan is not executed, and the effect of suppressing the consumption rate of fossil fuel to the minimum may not appear. Therefore, in the present invention, the configurations of the following embodiments are employed.

<First Embodiment>
FIG. 1 is a block diagram showing a configuration of a hybrid vehicle 20 including an energy management device 1 according to the first embodiment of the present invention. A hybrid vehicle (hereinafter also simply referred to as “vehicle”) 20 is a hybrid vehicle that uses a plurality of energy sources such as fossil fuel and electric power as power sources. Therefore, the energy management device 1 of the present embodiment is an energy management device for a hybrid vehicle, and manages the energy consumption of the hybrid vehicle.

  The vehicle 20 includes an energy management device 1, an engine 21, a motor 22, and a generator 23. The engine 21, the motor 22, and the generator 23 are vehicle devices that are driven by different energy sources such as fossil fuel and electric power. The engine 21 is driven using fossil fuel, specifically, gasoline as an energy source. The motor 22 and the generator 23 are driven using electric power as an energy source.

  The energy management device 1 is provided in the vehicle 20 and controls an engine 21, a motor 22, and a generator 23, which are vehicle devices driven by different energy sources. More specifically, although not shown in FIG. 1, the engine 21, the motor 22, and the generator 23 each have a separate control device that performs control. The energy management device 1 gives an instruction to control the engine 21, the motor 22 and the generator 23 to the control devices of the engine 21, the motor 22 and the generator 23, whereby the engine 21, the motor 22 and the power generator 23 are generated. The machine 23 is controlled.

  In the present embodiment, the vehicle devices controlled by the energy management device 1 are the engine 21, the motor 22, and the generator 23, but may be increased or decreased according to the configuration of the vehicle 20.

  The vehicle 20 has a plurality of operation modes. In the present embodiment, vehicle 20 operates as an operation mode in a mode in which only the power output from engine 21 is used as a power source, a mode in which only the power output from motor 22 is used as a power source, engine 21 and motor. A mode in which the power generated by combining both outputs of the motor 22 is used as a power source, and a mode in which the output of the engine 21 is input to the generator 23 to generate power and the motor 22 is driven by the generated power. Have

  The energy management apparatus 1 includes a destination input unit 11, a current location acquisition unit 12, a travel route plan unit 13, an energy consumption mode plan unit 14, an energy management unit 15, a travel route departure monitoring unit 16, a return route plan unit 17, and a similarity degree. A calculation unit 18 and an energy control plan correction determination unit 19 are provided.

  The energy management device 1 includes a control unit (not shown). The control unit is realized by, for example, a central processing unit (abbreviation: CPU) and a memory such as a writable RAM (Random Access Memory). The memory stores a control program. When the CPU executes a control program stored in the memory, the destination input unit 11, the current location acquisition unit 12, the travel route plan unit 13, the energy consumption mode plan unit 14, and the energy management that constitute the energy management device 1. The functions of the unit 15, the travel route departure monitoring unit 16, the return route planning unit 17, the similarity calculation unit 18, and the energy control plan correction determination unit 19 are realized.

  The destination input unit 11 inputs the destination of the hybrid vehicle 20 by a user, for example, a driver. The destination input unit 11 is configured by a touch panel, for example. In this case, the user operates the touch panel configuring the destination input unit 11 to input the destination.

  The destination input unit 11 is not limited to a touch panel, and is configured as a receiving unit that receives a signal transmitted from a personal computer (abbreviation: PC) or a smartphone that the user has, for example, The destination may be input by receiving.

  When the destination is input to the destination input unit 11 by the user, the destination input unit 11 provides the travel route planning unit 13 with destination information indicating the destination of the vehicle 20 input by the user.

  The current location acquisition unit 12 acquires current location information S1 representing the current location of the vehicle 20. The current location acquisition unit 12 is configured to acquire current location information S1 from, for example, a global positioning system (abbreviation: GPS) of a car navigation system. The current location acquisition unit 12 is not limited to such a configuration. For example, the current location acquisition unit 12 may be configured to acquire the current location information S1 from the GPS of a smartphone that the user has. The current location acquisition unit 12 provides the acquired current location information S1 to the travel route planning unit 13, the energy management unit 15, and the travel route departure monitoring unit 16.

  The travel route planning unit 13 determines the departure place based on the destination information indicating the destination input to the destination input unit 11 and the current location information S1 acquired by the current location acquisition unit 12 before the vehicle 20 departs. The travel route S2 on which the vehicle 20 from the vehicle to the destination should travel is planned, specifically calculated. As a method for calculating the travel route S2 in the travel route planning unit 13, a method similar to that used when the travel route is calculated by the car navigation device may be used. The travel route planning unit 13 gives the calculated travel route S2 to the destination to the energy consumption mode planning unit 14, the travel route departure monitoring unit 16, and the similarity calculation unit 18.

  When the travel route planning unit 13 plans the travel route S2, the energy consumption mode planning unit 14 determines the energy control plan before the vehicle 20 departs based on the travel route S2 given from the travel route planning unit 13. S3 is created. The energy control plan S3 is a plan for selecting an operation mode of the vehicle 20 for controlling energy consumption by vehicle equipment such as the engine 21, the motor 22, and the generator 23, that is, which operation mode is selected in which section. It is a plan to show. As a method for creating the energy control plan S3, for example, a known method described in Patent Document 1 and Patent Document 2 described above may be used.

  As an example, in the method disclosed in Patent Document 1 described above, the travel route to the destination is divided into a plurality of parts, the braking / driving force command value for each divided section is set in advance, and the vehicle speed, braking / driving force command is set. From the value and the utilization efficiency of fossil fuel, a section in which the charge amount to the battery is reduced, that is, a section in which the input of the generator 23 is reduced is created as the energy control plan S3. The energy consumption mode planning unit 14 gives the created energy control plan S3 to the energy management unit 15.

  The energy consumption mode planning unit 14 is based on the return route S4 given from the return route planning unit 17 when the travel route deviation monitoring unit 16 described later detects that the vehicle 20 has deviated from the travel route S2. The energy control plan S3 is corrected.

  Unless the driver deviates from the travel route S2 of the vehicle 20, the energy management unit 15 uses the energy control plan S3 given from the energy consumption mode plan unit 14 and the current location information S1 given from the current location acquisition unit 12. The instruction signal representing the instruction for controlling the engine 21, the motor 22 and the generator 23 is given to the engine 21, the motor 22 and the generator 23 so that the consumption rate of fossil fuel is minimized. Control.

  The travel route departure monitoring unit 16 detects that the vehicle 20 is traveling on the travel route S2 while the vehicle 20 is traveling based on the travel route S2 given from the travel route planning unit and the current location information S1 given from the current location acquisition unit 12. It is detected whether it deviates from. The travel route departure monitoring unit 16 gives the detection result of whether or not the vehicle 20 has deviated from the travel route S <b> 2 to the return route planning unit 17. When the vehicle 20 departs from the travel route S2 while traveling, the travel route departure monitoring unit 16 detects that the vehicle 20 has deviated from the travel route S2, and gives the detection result to the return route planning unit 17.

  Based on the detection result given from the travel route departure monitoring unit 16, the return route planning unit 17 detects the vehicle 20 when the travel route departure monitoring unit 16 detects that the vehicle 20 has deviated from the travel route. The return route S4 from the departure point to the return point to be returned to the original travel route S2 is planned, specifically calculated. For example, in the example shown in FIG. 3 described above, the return route planning unit 17 obtains the return route S4 from the first point P1 that is the departure point to the second point P2 that is the return point by calculation.

  The calculation of the return route S4 performed by the return route planning unit 17 is performed using, for example, the same algorithm as the route search algorithm for calculating the travel route S2 by the travel route planning unit 13. In the present embodiment, since the purpose of route search and input / output signals are different, even if the algorithm used in the travel route planning unit 13 and the algorithm used in the return route planning unit 17 are the same algorithm, for convenience of explanation. This will be described as a separate means. The return route planning unit 17 gives the obtained return route S4 to the energy consumption mode planning unit 14 and the similarity calculation unit 18.

  When the travel route deviation monitoring unit 16 detects that the vehicle 20 has deviated from the travel route, the similarity calculation unit 18 uses the return route S4 given from the return route plan unit 17 and the travel route plan unit 13. A degree of similarity S5 representing the degree of similarity with the deviation section of the given travel route S2 is calculated. For example, in the example shown in FIG. 3 described above, the similarity calculation unit 18 determines whether the first or second return route W1, W2 and the first point P1 to the second point P2 that are deviation sections of the travel route W0. The similarity S5 with the section is calculated.

  Various methods can be considered as a method of calculating the similarity S5. For example, the absolute difference between the altitude change with respect to the travel distance of the return route S4 and the altitude change with respect to the travel distance of the deviation section of the travel route S2 is shown. A value obtained by dividing the value by the travel distance of the return route S4 or the travel distance of the departure section of the travel route S2 is defined as the similarity S5.

  At this time, since the travel distance of the return route S4 and the travel distance of the departure section of the travel route S2 are different, in order to perform the above-described calculation, any altitude change is made in advance according to any travel distance. It is necessary to perform a process of extending or complementing any shortage section, and dividing the distance traveled to calculate the similarity.

  The similarity calculation unit 18 is not limited to the absolute value of the difference between the altitude change with respect to the travel distance of the return route S4 and the altitude change with respect to the travel distance of the departure section of the travel route S2, and the speed with respect to the travel distance of the return route S4. The difference between the absolute value of the difference between the change and the speed change with respect to the travel distance of the deviation section of the travel route S2 or the acceleration change with respect to the travel distance of the return path S4 and the acceleration change with respect to the travel distance of the departure section of the travel route S2 An absolute value may be used. This is because these values such as altitude, speed, and acceleration greatly affect the consumption of travel energy of the vehicle 20.

  The similarities obtained from these altitude velocities and accelerations may be used alone, but are not limited thereto. In order to calculate the similarity more strictly, the return route S4 and the travel route are obtained by multiplying the similarity obtained from the altitude, the speed, and the acceleration by multiplying the variables representing the degree of influence of the similarity. You may output as final similarity S5 with the deviation area of S2. The similarity calculation unit 18 gives the calculated similarity S5 to the energy control plan correction determination unit 19.

  The energy control plan correction determination unit 19 determines whether the return route S4 and the travel route S2 are given from the similarity calculation unit 18 when the travel route departure monitoring unit 16 detects that the vehicle 20 has deviated from the travel route. Based on the similarity S5 with the departure section, it is determined which of a plurality of correction modes defined as the correction mode of the energy control plan S3 by the energy consumption mode planning unit 14 is selected. Specifically, the energy control plan correction determination unit 19 determines which correction mode is selected as the correction mode of the energy control plan S3 in the deviation section of the travel route S2.

  Various modes are conceivable as the correction mode of the energy control plan in the deviation section of the travel route S2 to be created by the energy consumption mode planning unit 14, but, for example, (a) an uncorrected mode in which no correction is performed, And (b) an extension mode that extends the energy control plan created based on the travel route S2 in accordance with the travel distance of the return route S4 and sets a new energy control plan in the section of the return route S4.

  These correction modes are not limited to any one correction mode, and are selected according to the similarity S5. For example, when the similarity S5 is larger than a predetermined high similarity side threshold value, the non-correction mode in which the correction (a) is not performed is selected.

  Further, when the similarity S5 is smaller than the high similarity threshold and larger than the predetermined low similarity threshold, it is matched with the travel distance of the return route S4 of (b). An extension mode is selected in which the energy control plan created on the basis of the travel route S2 is extended to be a new energy control plan in the section of the return route S4.

  As described above, the energy control plan correction determination unit 19 uses different energy control plan correction modes for the deviation sections of the travel route S2 according to the similarity S5.

  In the correction modes (a) and (b), the energy control plan for the section of the return path S4 can be calculated without using a complicated method. Therefore, the calculation load in the energy consumption mode planning unit 14 is reduced. Can be reduced.

  When it is determined that the similarity S5 calculated by the similarity calculation unit 18 is smaller than the low similarity threshold and the similarity S5 between the return route S4 and the departure section of the travel route S2 is not high. The control plan correction determination unit 19 instructs the energy consumption mode planning unit 14 to create again the energy control plans for all routes from the return route S4 to the destination. In this case, the calculation load of the energy consumption mode planning unit 14 is not reduced, but the fossil fuel consumption rate can be minimized as in the case of Patent Document 1 described above.

  Further, when the similarity S5 between the return route S4 and the departure section of the travel route S2 is, for example, smaller than the low similarity threshold value and the similarity S5 is relatively small, both energy consumptions are equal. There is also a method in which the energy control plan only for the return route S4 is created again and the original energy control plan is used after returning to the travel route. Also in this case, the calculation load of the energy consumption mode planning unit 14 is not reduced, but as with Patent Document 1, the consumption rate of fossil fuel can be minimized.

  The energy management unit 15 is based on the energy control plan S3 given from the energy consumption mode plan unit 14, specifically, based on the energy control plan S3 and the current location information S1 given from the current location acquisition unit 12. The energy consumption of the vehicle 20 is managed by controlling the engine 21, the motor 22, and the generator 23 that are devices.

  For example, when the driver deviates from the travel route S2 during traveling, the energy management unit 15 gives the energy control plan S3 based on the return route S4 given from the energy consumption mode planning unit 14 and the current location obtaining unit 12. An instruction signal is given to the engine 21, the motor 22 and the generator 23 using the current location information S1 during traveling, and control is performed so as to suppress the consumption rate of fossil fuel to a minimum.

  As described above, in the present embodiment, even when the vehicle 20 deviates from the travel route S2 while traveling, the similarity S5 between the departure section of the travel route S2 and the return route S3 is calculated, and the similarity S5 is obtained. Based on this, it is determined which of a plurality of correction modes defined as the correction mode of the energy control plan S3 by the energy consumption mode planning unit 14 is selected. Specifically, the energy control plan created based on the travel route S2 is extended in accordance with the travel distance of the uncorrected mode in which the correction of (a) is not performed and the return route S4 of (b), It is determined which of the extension modes to be used as a new energy control plan for the section of the return path S4.

  By doing in this way, the frequency of re-creation of energy control plan S3 can be reduced, and control by the energy control plan created before departure of vehicle 20 can be continued as much as possible. Also, the energy control plan S3 for the return route S4 can be created by a simple method as compared with the case where the energy control plan S3 for the entire route from the departure point to the destination is recreated.

  Thereby, when the vehicle 20 deviates from the travel route, the destination input unit 11, the current location acquisition unit 12, the travel route plan unit 13, the energy consumption mode plan unit 14, the energy management unit 15, and the energy management apparatus 1, It is possible to reduce the calculation load of the CPU, which is an arithmetic device that realizes the functions of the travel route deviation monitoring unit 16, the return route planning unit 17, the similarity calculation unit 18, and the energy control plan correction determination unit 19. Therefore, since the CPU can be realized with inexpensive parts with limited calculation capacity and memory storage capacity, it is possible to provide the energy management apparatus 1 capable of suppressing the consumption rate of fossil fuel at a low cost. it can.

  As described above, according to the present embodiment, it is possible to provide the energy management device 1 capable of performing control according to the energy control plan while suppressing the frequency of re-creation of the energy control plan. In addition, since the CPU as the arithmetic unit can be realized with inexpensive components, the excellent energy management device 1 as described above can be provided at low cost.

  In the present embodiment, the energy control plan correction determination unit 19 determines to select the non-correction mode (a) when the similarity S5 is larger than the high similarity side threshold value. As a result, it is possible to prevent the energy control plan from being re-created, so that the control according to the energy control plan can be continuously performed.

  In the present embodiment, the energy control plan correction determination unit 19 determines that the similarity S5 is equal to or lower than the high similarity threshold and is greater than the low similarity threshold (b). It is determined that the extension mode is selected. This makes it possible to quickly create an energy control plan that matches the return path. Therefore, the control according to the energy control plan can be continuously performed, and the consumption rate of fossil fuel can be suppressed to the minimum.

  In the present embodiment, the energy control plan correction determination unit 19 creates an energy control plan for the entire route that reaches the destination via the return route S4 when the similarity S5 is equal to or lower than the low similarity threshold. Then, it is determined that a new creation mode is selected as a new energy control plan for the section of the return path S4. As a result, an energy control plan corresponding to the return path can be created and control according to the created energy control plan can be performed, so that the consumption rate of fossil fuel can be more reliably suppressed to a minimum.

  In FIGS. 3 and 4, the description has been given focusing on the altitude that greatly affects the planning of the energy control plan, but the same applies to the speed and acceleration that greatly affect the planning of the energy control plan.

  As an example, when traveling on a general road that exists relatively close to the travel route as a return route with respect to a travel route that travels only on a general road, for example, when traveling on a street adjacent to the travel route, The degree of congestion of the vehicle, the number of intersections, and the like are similar between the route and the return route, and the speed change and the acceleration change with respect to the travel distance tend to be similar globally.

  In such a case, similar to the above-described altitude, the similarity calculation unit 18 previously calculates the similarity between the speed change of the travel route and the speed change of the return route, and the acceleration change of the travel route and the return route. The degree of similarity with the acceleration change is obtained and given to the energy control plan correction determination unit 19.

  The energy control plan correction determination unit 19 uses the energy control plan as it is based on the similarity given from the similarity calculation unit 18, makes a simple change, or recreates the energy control plan. Determine whether.

  When it is determined that the energy travel plan is used as it is or a simple change is made, it is not necessary to create the energy control plan again, so that continuous control can be performed.

  In addition, when the travel route is a general road, the return route includes a highway, and even if the return route is a general road, the road travels like an urban road, a suburban road, a main road, and a bypass road. When roads of a different type from the route are included, the speed change and acceleration change on the return route are different from the travel route, so the similarity is a relatively low value.

  In this case, since it is necessary to re-create the energy control plan for the entire route from the departure point to the destination, including the return route and the travel route, the energy control plan correction determination unit 19 re-creates the energy control plan again. Determine to create.

<Second Embodiment>
In the first embodiment described above, the return route planning unit 17 calculates the return route S4 from which the vehicle 20A can return early from the departure point to the original travel route S2, and the return route S4 is the original travel route S2. The energy control plan correction determination unit 19 changes the correction method of the energy control plan S3 depending on whether or not it is similar. Therefore, there is a case where the return route S4 calculated by the return route planning unit 17 is not necessarily the return route in which the energy control plan S3 is most similar to the travel route S2. As a result, it is determined that the similarity S5 is low, and the energy control plan S3 may be recreated. Therefore, in this embodiment, the following configuration is adopted.

  FIG. 2 is a block diagram showing a configuration of a vehicle 20A including the energy management device 1A according to the second embodiment of the present invention. The vehicle 20A includes an energy management device 1A, an engine 21, a motor 22, and a generator 23. Since vehicle 20A and energy management device 1A in the present embodiment are similar to vehicle 20 and energy management device 1 in the first embodiment, the same components are denoted by the same reference numerals and are described in common. Is omitted.

  The energy management device 1A according to the present embodiment includes an optimum return path selection unit 30 in addition to the configuration of the energy management device 1 according to the first embodiment. That is, the energy management apparatus 1A of the present embodiment includes a destination input unit 11, a current location acquisition unit 12, a travel route plan unit 13, an energy consumption mode plan unit 14, an energy management unit 15, a travel route departure monitoring unit 16, and a return. The route planning unit 17, the similarity calculation unit 18, the energy control plan correction determination unit 19, and the optimum return route selection unit 30 are configured.

  In the present embodiment, the return route planning unit 17 has a function of planning a plurality of return routes S14, and plans a plurality of return routes S14. The similarity calculation unit 18 has a function of calculating a plurality of corresponding degrees of similarity S15 from a plurality of return routes S14 and deviation sections of the travel route S2. That is, the similarity calculation unit 18 calculates the similarity between each return route S14 planned by the return route planning unit 17 and the departure section of the travel route S2.

  The optimum return route selection unit 30 extracts the optimum return route S4 and the similarity S5 corresponding to the return route S4 from the plurality of return routes S14 and the plurality of similarities S15.

  About Destination Input Unit 11, Present Location Acquisition Unit 12, Travel Route Planning Unit 13, Energy Consumption Mode Planning Unit 14, Energy Management Unit 15, Travel Route Deviation Monitoring Unit 16, and Energy Control Plan Correction Determination Unit 19 in this Embodiment Since the configuration is the same as that of the first embodiment described above, detailed description thereof is omitted.

  In the present embodiment, the return route planning unit 17 returns from the departure point to the original travel route when the vehicle 20A deviates from the travel route S2 while traveling, as in the first embodiment. A plurality of return routes S4 to the point are obtained by calculation. In the present embodiment, a collection of a plurality of return paths S4 is referred to as “return path S14”. The return point may be different for each return route S4.

  In the calculation of the return route S14 performed by the return route planning unit 17, for example, a route search algorithm for calculating the travel route S2 by the travel route planning unit 13 is performed a plurality of times. In the present embodiment, since the purpose of route search and input / output signals are different, even if the algorithm used in the travel route planning unit 13 and the algorithm used in the return route planning unit 17 are the same algorithm, for convenience of explanation. This will be described as a separate means.

  The number of return routes S4 to be searched by the return route planning unit 17 may be determined by adjusting based on the calculation capability of the return route planning unit 17 and the waiting time for the user. For example, when there are only five routes that can be searched within the waiting time of the user, the number of return routes S14 is five. If a plurality of return routes cannot be found within the user's waiting time, the number of return routes found within the user's waiting time becomes the number of return routes S14. The return route planning unit 17 gives the obtained plurality of return routes S14 to the similarity calculation unit 18 and the optimum return route selection unit 30.

  In the present embodiment, the similarity calculation unit 18 calculates the similarity S5 between the plurality of return routes S14 given from the return route plan unit 17 and the deviation section of the travel route S2 given from the travel route plan unit 13. Calculate each. Here, the number of similarities S15 calculated by the similarity calculating unit 18 is the same as the number of return paths S14.

  For example, when three return routes, ie, a first return route S4a, a second return route S4b, and a third return route S4c, are input to the similarity calculation unit 18 with respect to the travel route S2, the similarity calculation unit 18 calculates the similarity between the travel route S2 and the first return route S4a as the first similarity S5a, and the similarity between the travel route S2 and the second return route S4b is calculated as the second similarity. Calculation is made as S5b, and the similarity between the travel route S2 and the third return route S4c is calculated as the third similarity S5c. Thus, it calculates separately by each combination.

  Since the method for calculating the similarity S5 from the travel route S2 and the individual return route S4 is the same as the method for calculating the similarity in the similarity calculation unit 18 of the first embodiment, the description thereof is omitted.

  The optimum return route selection unit 30 selects the similarity between each return route S14 given from the similarity calculation unit 18 and the deviation section of the travel route S2 among the plurality of return routes S14 given from the return route plan unit 17. Based on the plurality of similarities S15, the optimum return path S4 is selected.

  Various methods are conceivable as a method for selecting the optimum return route S4 by the optimum return route selection unit 30. For example, a return route having the highest similarity S5 is selected from a plurality of similarities S15. Select as return path S4.

  In addition, since the return route with the highest similarity S5 is not necessarily a route that is easy for the driver to travel, the energy management device 1A displays a plurality of return routes with a relatively high similarity S5 on a display unit (not shown). It may be configured to display and present to the driver, and to allow the driver to select a return path.

  In this case, the optimal return path selection unit 30 is configured by a touch panel, for example, and is installed so as to overlap the display unit. The driver inputs a desired return path by touching the touch panel where the desired return path is displayed. The optimum return route selection unit 30 selects the return route input by the driver as the optimum return route S4.

  In addition, the optimal return route selection unit 30 may be configured so that the driver can input a return route desired by the driver or the like using the PC or smartphone of the driver when the vehicle 20A is stopped. In addition, when it is determined that the vehicle 20A is traveling and it is difficult to input the return route desired by the driver, the optimal return route selection unit 30 selects the return route having the highest similarity S5 described above. It may be configured to select the optimum return path S4.

  As described above, in the present embodiment, the optimum return route selection unit 30 inputs the content input from the plurality of return routes S14 based on the similarity S15 of each return route S4 or by the driver who is the user. Based on this, the return path S4 is selected. As a result, the return route S4 having the highest similarity S5 or the route desired by the driver can be selected, so that a more suitable return route S4 can be selected as compared with the first embodiment. It becomes.

  Therefore, the control by the energy control plan created before the departure of the vehicle 20A can be continued as much as possible. In addition, when the vehicle 20A deviates from the travel route S2, it is possible to reduce the calculation load of the CPU that is the calculation device. This makes it possible to realize a CPU that is an arithmetic unit with inexpensive parts that have limited calculation capacity and memory storage capacity, so that an energy management device that minimizes the consumption rate of fossil fuel is provided at low cost. be able to.

  The present invention can be freely combined with each embodiment within the scope of the invention. In addition, any component in each embodiment can be changed or omitted as appropriate.

  DESCRIPTION OF SYMBOLS 1,1A Energy management apparatus, 11 Destination input part, 12 Present location acquisition part, 13 Travel route plan part, 14 Energy consumption mode plan part, 15 Energy management part, 16 Travel path deviation monitoring part, 17 Return path plan part, 18 Similarity calculation unit, 19 energy control plan correction inversion unit, 20, 20A, 50 vehicle, 21 engine, 22 motor, 23 generator, 30 optimal return path selection unit.

An energy management device according to the present invention is an energy management device used in a hybrid vehicle having a plurality of vehicle devices driven by different energy sources, and includes a destination input unit for inputting a destination, and a current location of the hybrid vehicle. Of the hybrid vehicle based on the current location information that represents the current location information, the destination information that represents the destination input to the destination input unit, and the current location information acquired by the current location acquisition unit Before departure, based on a travel route planning unit that plans a travel route on which the hybrid vehicle should travel, the travel route planned by the travel route planning unit, and the current location information acquired by the current location acquisition unit. During the travel of the hybrid vehicle, the hybrid vehicle deviates from the travel route. A travel route departure monitoring unit that detects whether the hybrid vehicle has deviated from the travel route by the travel route departure monitoring unit, and a return that returns the hybrid vehicle to the travel route. The hybrid for controlling energy consumption by the plurality of vehicle devices based on the travel route when the travel route is planned by the return route planning unit for planning a route and the travel route planning unit An energy control plan that is a plan for selecting an operation mode of the vehicle is created, and when the hybrid vehicle deviates from the travel route by the travel route departure monitoring unit, the return route plan unit plans the energy control plan. An energy consumption mode meter that corrects the energy control plan based on the return path And parts, when said hybrid vehicle by the travel route deviation monitoring unit deviates from the driving route is detected, among the travel route, from the point where the hybrid vehicle deviates the travel path, the travel path The hybrid vehicle has deviated from the travel route by the departure section that is the section to the point where the vehicle returns to, the similarity calculation unit that calculates the degree of similarity between the return route and the travel route departure monitoring unit. If any of the plurality of correction modes is defined as the correction mode of the energy control plan by the energy consumption mode planning unit based on the similarity calculated by the similarity calculation unit An energy control plan correction determination unit that determines whether to perform the control, and the vehicle device is controlled based on the energy control plan. An energy management unit that manages energy consumption of the hybrid vehicle, and the similarity calculation unit is configured to obtain a difference between an altitude change with respect to a travel distance of the return route and an altitude change with respect to the travel distance of the departure section. The absolute value of the difference between the speed change with respect to the travel distance of the return route and the speed change with respect to the travel distance of the departure section, or the acceleration change with respect to the travel distance of the return route and the acceleration change with respect to the travel distance of the departure section A value obtained by dividing the absolute value of the difference by the travel distance of the return route or the travel distance of the departure section is used as the similarity, or the similarity obtained from the altitude, the speed, and the acceleration, respectively. The value obtained by adding is used as the similarity, and the plurality of correction modes are created based on the travel route. The energy control plan created based on the travel route is extended in accordance with the no correction mode in which the energy control plan is not corrected and the travel distance of the return route, and new energy in the return route section The energy control plan correction determination unit determines that the non-correction mode is selected when the similarity is greater than a predetermined high similarity threshold, and the similarity degree is equal to or less than the high degree of similarity side threshold value and, if greater than the low degree of similarity side threshold value predetermined, characterized that you determined to select the extension mode.

According to the energy management device of the present invention, when the travel route deviation monitoring unit detects that the hybrid vehicle deviates from the travel route, a return route for returning the hybrid vehicle to the travel route is planned. The a return path, out of the travel path, from the point where the hybrid vehicle has deviated from the travel route, the similarity between the departure interval is an interval to the point of returning to the traveling path is calculated by the similarity calculation unit. The similarity calculation unit calculates the absolute value of the difference between the altitude change with respect to the return path travel distance and the altitude change with respect to the departure section travel distance, the difference between the speed change with respect to the return path travel distance and the speed change with respect to the departure section travel distance. Or the absolute value of the difference between the acceleration change with respect to the travel distance of the return route and the acceleration change with respect to the travel distance of the departure section, divided by the travel distance of the return route or the departure distance Or a value obtained by adding similarities obtained from altitude, velocity and acceleration, respectively. Based on the calculated similarity, the energy control plan correction determination unit determines whether to select one of a plurality of correction modes of the energy control plan by the energy consumption mode planning unit. Correction mode of energy control plan, and the non-correction mode is not corrected for energy control plans created based on the run line path, in accordance with the travel distance of the carriage return path, energy control created on the basis of travel route It decompresses the plan, and a decompression mode for a new energy control plan section of the return path. The energy control plan correction determination unit determines that the non-correction mode is selected when the similarity is larger than a predetermined high similarity side threshold, and the similarity is equal to or lower than the high similarity side threshold, and If it is larger than the predetermined low similarity threshold, it is determined that the expansion mode is selected.

By selecting a correction mode of such energy control plan, it is possible to suppress the frequency of re-creation of energy control plan. In addition, the calculation load when recreating the energy control plan can be reduced and the time required for recreating the energy control plan can be shortened, so that control according to the energy control plan can be continued. Therefore, it is possible to provide an energy management device capable of performing control according to the energy control plan while suppressing the frequency of recreating the energy control plan.

Further, when the similarity S5 is equal to or lower than the high similarity side threshold value and larger than the predetermined low similarity side threshold value, it is matched with the travel distance of the return route S4 of (b). An extension mode is selected in which the energy control plan created on the basis of the travel route S2 is extended to be a new energy control plan in the section of the return route S4.

When it is determined that the similarity S5 calculated by the similarity calculation unit 18 is equal to or lower than the low similarity threshold and the similarity S5 between the return route S4 and the departure section of the travel route S2 is not high. The control plan correction determination unit 19 instructs the energy consumption mode planning unit 14 to create again the energy control plans for all routes from the return route S4 to the destination. In this case, the calculation load of the energy consumption mode planning unit 14 is not reduced, but the fossil fuel consumption rate can be minimized as in the case of Patent Document 1 described above.

Further, when the similarity S5 between the return route S4 and the departure section of the travel route S2 is, for example, equal to or lower than the low similarity threshold , and even when the similarity S5 is relatively small, both energy consumptions are equal. There is also a method in which the energy control plan only for the return route S4 is created again and the original energy control plan is used after returning to the travel route. Also in this case, the calculation load of the energy consumption mode planning unit 14 is not reduced, but as with Patent Document 1, the consumption rate of fossil fuel can be minimized.

Claims (5)

An energy management device used for a hybrid vehicle having a plurality of vehicle devices driven by different energy sources,
A destination input section for inputting a destination;
A current location acquisition unit for acquiring current location information representing the current location of the hybrid vehicle;
Based on the destination information indicating the destination input to the destination input unit and the current location information acquired by the current location acquisition unit, the hybrid vehicle should travel before the hybrid vehicle departs A travel route planning section for planning a route;
Whether the hybrid vehicle has deviated from the travel route during the travel of the hybrid vehicle based on the travel route planned by the travel route planning unit and the current location information acquired by the current location acquisition unit. A travel route deviation monitoring unit for detecting
A return route planning unit for planning a return route for returning the hybrid vehicle to the travel route when the travel route departure monitoring unit detects that the hybrid vehicle has deviated from the travel route;
Energy that is a plan for selecting an operation mode of the hybrid vehicle for controlling energy consumption by the plurality of vehicle devices based on the travel route when the travel route is planned by the travel route planning unit. A control plan is created, and when the hybrid route departure monitoring unit detects that the hybrid vehicle deviates from the travel route, the energy is calculated based on the return route planned by the return route plan unit. An energy consumption mode planning unit for correcting the control plan;
When the travel route departure monitoring unit detects that the hybrid vehicle has deviated from the travel route, the degree of similarity between the departure section of the travel route from which the hybrid vehicle deviates and the return route is represented. A similarity calculator for calculating the similarity,
When the travel route deviation monitoring unit detects that the hybrid vehicle deviates from the travel route, the energy consumption mode planning unit calculates the energy based on the similarity calculated by the similarity calculation unit. An energy control plan correction determination unit that determines which of a plurality of correction modes defined as the correction mode of the control plan is selected;
An energy management apparatus comprising: an energy management unit that manages energy consumption of the hybrid vehicle by controlling the vehicle equipment based on the energy control plan. The plurality of correction modes include an uncorrected mode that does not correct the energy control plan created based on the travel route,
2. The energy management according to claim 1, wherein the energy control plan correction determination unit determines to select the non-correction mode when the similarity is larger than a predetermined high similarity side threshold value. apparatus. The plurality of correction modes include an extension mode that extends the energy control plan created based on the travel route according to the travel distance of the return route, and sets a new energy control plan for the return route section. Including
The energy control plan correction determination unit determines to select the extension mode when the similarity is equal to or lower than a predetermined high similarity side threshold value and greater than a predetermined low similarity side threshold value. The energy management device according to claim 1, wherein the energy management device is an energy management device. The plurality of correction modes include a new creation mode in which an energy control plan for the entire route to the destination via the return route is created, and a new energy control plan for the return route section is created.
The said energy control plan correction | amendment determination part determines with selecting the said new creation mode, when the said similarity is below a predetermined low similarity side threshold value. The energy management device according to one. The return route planning unit plans a plurality of return routes,
The similarity calculation unit calculates a similarity between each return route planned by the return route planning unit and a deviation section of the travel route,
Based on the similarity between each return route calculated by the similarity calculation unit and the deviation section of the travel route from among the plurality of return routes planned by the return route planning unit. Further comprising an optimum route selection unit for selecting
The energy management device according to any one of claims 1 to 4, wherein the optimum return route selection unit selects a return route having the highest similarity as the optimum return route.

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