JP2016029395A - Energy consumption estimation device, energy consumption estimation method, energy consumption estimation program, and recording medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To accurately estimate energy consumption.SOLUTION: An energy consumption estimation device 100 includes: an estimation part 103 that estimates energy consumption when a movable body travels through a predetermined section on the basis of an energy consumption estimation formula including first information related to an energy to be variably consumed by accessories included in the movable body; and a calculation part 106 that calculates a correction coefficient for correcting information related to the movable body in the energy consumption estimation formula on the basis of the distance between one traffic light and another traffic light included in the predetermined section.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an energy consumption estimation device, an energy consumption estimation method, an energy consumption estimation program, and a recording medium that estimate the energy consumption of a mobile based on the remaining energy of the mobile. However, the use of the present invention is not limited to the energy consumption estimation device, the energy consumption estimation method, the energy consumption estimation program, and the recording medium.

  2. Description of the Related Art Conventionally, a route search device that searches for a route to reach a destination based on the fuel consumption of a moving body is known (for example, see Patent Document 1 below). In the technique described in Patent Document 1, when searching for a route to the destination, in order to search for a route that minimizes the amount of carbon dioxide emitted by the internal combustion engine, the route is divided into sections, The amount of carbon dioxide emission is calculated based on the distance, height difference, vehicle weight, frictional coefficient gravity acceleration, number of stops for each section, and the like.

Japanese Patent No. 4462316

  However, since the technique disclosed in Patent Document 1 described above does not calculate in consideration of the degree of speed change according to the distance for each section, the calculation corresponding to the change in the congestion state in each section can be accurately performed. Absent. For example, each section can be divided by a traffic light, but because the degree of speed change varies depending on the difference in distance between signals, the energy consumption in each section varies, but this difference is not taken into account, so carbon dioxide An example is the problem that the amount of emissions and the amount of energy consumed cannot be estimated accurately.

  In order to solve the above-described problems and achieve the object, an energy consumption estimation device according to the present invention is based on a consumption energy estimation formula including first information about energy that is fluctuated and consumed by each of the equipment included in a mobile object. The estimation means for estimating the amount of energy consumed when the mobile body travels in a predetermined section, and the mobile body in the energy consumption estimation formula based on the distance between one traffic signal and another traffic signal included in the predetermined section Calculating means for calculating a correction coefficient for correcting information.

  The energy consumption estimation device according to the present invention is based on a consumption energy estimation formula that includes first information about energy that is fluctuated and consumed by each of the equipment included in the mobile body, when the mobile body travels in a predetermined section. Based on the distance between the estimation means for estimating the energy consumption and the one traffic light included in the predetermined section and the one intersection, a correction coefficient for correcting the information on the moving body in the energy consumption estimation formula is calculated. And a calculating means.

  The energy consumption estimation method according to the present invention is the energy consumption estimation method implemented by the energy consumption estimation device, wherein the energy consumption includes first information relating to energy that is fluctuated and consumed by each of the equipment included in the mobile object. An estimation step for estimating an energy consumption amount when the moving body travels in a predetermined section based on an estimation formula by an estimation unit, and the energy consumption estimation based on a distance between one traffic signal and another traffic signal included in the predetermined section And a calculating step of calculating a correction coefficient for correcting the information related to the moving body in the equation by a calculating means.

  The energy consumption estimation method according to the present invention is the energy consumption estimation method implemented by the energy consumption estimation device, wherein the energy consumption includes first information relating to energy that is fluctuated and consumed by each of the equipment included in the mobile object. An estimation step for estimating energy consumption when the mobile body travels in a predetermined section based on an estimation formula by an estimation unit, and the consumption based on a distance between one traffic light and one intersection included in the predetermined section. And a calculation step of calculating a correction coefficient for correcting the information related to the moving body in the energy estimation formula by a calculation means.

  An energy consumption estimation program according to the present invention causes a computer to execute the energy consumption estimation method described above.

  The recording medium according to the present invention is characterized in that the above-described energy consumption estimation program is recorded in a computer-readable state.

FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation apparatus according to the embodiment. FIG. 2 is a flowchart showing a procedure of energy consumption estimation processing by the energy consumption estimation device. FIG. 3 is a block diagram illustrating a hardware configuration of the navigation apparatus. FIG. 4 is a flowchart showing a procedure of energy consumption estimation processing by the navigation device. FIG. 5 is a diagram for explaining the distance between signals. FIG. 6A is a chart illustrating an example of a correction coefficient corresponding to the distance between signals (No. 1). FIG. 6B is a diagram of an example of the correction coefficient corresponding to the inter-signal distance (part 2). FIG. 7 is a flowchart illustrating a calculation example of the inter-signal distance and the correction coefficient. FIG. 8 is a flowchart showing another calculation example of the inter-signal distance and the correction coefficient. FIGS. 9-1 is a figure explaining the example of calculation of the distance between signals, respectively (the 1). FIGS. 9-2 is a figure explaining the example of calculation of the distance between signals, respectively (the 2). FIGS. 9-3 is a figure explaining the example of calculation of the distance between signals, respectively (the 3). FIG. 10 is a flowchart showing the procedure of the correction process by the navigation device. FIG. 11 is an explanatory diagram schematically showing acceleration applied to a vehicle traveling on a road having a gradient. FIG. 12 is an explanatory diagram showing an example of road information in the energy consumption estimation process by the navigation device. FIG. 13 is an explanatory diagram showing a method for calculating the collection rate of EV cars. FIG. 14 is a characteristic diagram showing the relationship between the speed and output of the EV vehicle. FIG. 15 is a characteristic diagram showing energy consumption by EV vehicle traveling status. FIG. 16 is an explanatory diagram illustrating an example of a display screen displayed on the display of the navigation device. FIG. 17A is a chart of another example of the correction coefficient corresponding to the inter-signal distance (part 1). FIG. 17B is a diagram of another example of the correction coefficient corresponding to the inter-signal distance (part 2).

  Exemplary embodiments of an energy consumption estimation device, an energy consumption estimation method, an energy consumption estimation program, and a recording medium according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment)
FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation apparatus according to the embodiment. The energy consumption amount estimation apparatus 100 according to the embodiment estimates travel energy (consumption energy) in a travel section of a moving body. The energy consumption estimation apparatus 100 includes a current position acquisition unit 101, a variable acquisition unit 102, an estimation unit 103, a correction unit 104, and a storage unit 105.

  Here, the energy is, for example, energy based on electricity in the case of EV cars, HV cars, PHV cars, etc. (hereinafter simply referred to as “EV cars”). The energy is energy based on, for example, gasoline, light oil, gas, or the like in the case of a gasoline vehicle, a diesel vehicle, or the like (hereinafter simply referred to as “gasoline vehicle”). The remaining energy is, for example, energy remaining in the fuel tank or battery of the moving body, and is energy that can be used for the subsequent traveling of the moving body.

  The current position acquisition unit 101 acquires the current position of the moving object on which the energy consumption estimation device 100 is mounted. Specifically, the current position acquisition unit 101 acquires position information by, for example, calculating the current position of the own device using GPS information received from a GPS satellite.

  The variable acquisition unit 102 acquires information on the speed of the moving body in a predetermined section (hereinafter referred to as “travel section”) in which the moving body travels, and uses the information as a variable of the energy consumption estimation formula. The travel section is a section through which the moving body starts and travels after it has started and stopped and then starts. Specifically, the travel section is, for example, a section between a predetermined point on the road (hereinafter referred to as “node (road point)”) and another node (hereinafter referred to as “link (road section)”) ). That is, the node is a point where the moving body stops and a point where the vehicle starts.

  A link is one of the elements constituting a road network, and a node is a unit between nodes. The link information includes, for example, link length (distance) data, travel speed and travel time at the travel date and time, average acceleration prediction data, and the like. For example, when traveling in an urban area, a moving body is often stopped by a traffic light or the like. In this case, the node is, for example, an intersection where a traffic signal is installed. The link is, for example, a section between one intersection and another intersection.

  The travel section may be a section made up of one link or a section made up of a plurality of continuous links. For example, in a continuous section composed of five nodes (four links), the moving body may repeat starting and stopping four times, and may finish traveling five nodes at one time. Specifically, if five nodes are intersections where traffic lights are installed, the moving body may stop at all the intersections, and the moving body may not stop at any of the intersections. Thus, in detail, a travel segment is a single link consisting of two nodes where a mobile can start and stop, or a series of three or more nodes where a mobile can start and stop. Multiple links. Desirably, the travel segment is a link made up of two nodes that may stop. The reason is that all the links branched in all directions can be covered and calculated.

  The information related to the speed of the moving body is, for example, the speed and acceleration of the moving body. The energy consumption estimation formula is an equation for estimating the energy consumption amount of the moving body in the travel section. Specifically, the energy consumption estimation formula is a polynomial that includes first information, second information, and third information having different factors that increase or decrease the energy consumption. Further, when the road gradient is clear, fourth information is further added to the energy consumption estimation formula. Details of the energy consumption estimation formula will be described later.

  The first information is information related to energy consumed by the equipment provided in the moving body. Specifically, the first information is the amount of energy consumed due to a factor not related to the traveling of the moving body. More specifically, the first information is the amount of energy consumed by equipment such as an air conditioner, a car audio, a head ride, a winker, and a brake pump provided in the moving body.

  The second information is information related to energy consumed and recovered during acceleration / deceleration of the moving body. The time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes with time. Specifically, the time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes within a predetermined time. The predetermined time is a time interval at regular intervals, for example, per unit time.

  Further, in the case of an EV vehicle, the second information is a ratio (hereinafter referred to as “recovery rate”) between the amount of energy consumed when the moving body is accelerated and the amount of energy collected when the moving body is decelerated. Good. In the case of an EV vehicle, the recovered energy is energy that is recovered by converting kinetic energy generated during acceleration of the moving body into electrical energy during deceleration. A detailed description of the recovery rate will be described later.

  The recovered energy is energy that can be saved without consuming more energy than necessary in the case of a gasoline vehicle. Specifically, in the case of a gasoline vehicle, as a driving method for improving fuel consumption, a method of reducing the time required to step on the accelerator is known. That is, in a gasoline vehicle, fuel consumption can be suppressed by maintaining the traveling of the moving body by the kinetic energy (inertial force) generated by the acceleration of the moving body. Moreover, fuel consumption can be suppressed by using the engine brake when the moving body is decelerated. In other words, in the case of a gasoline vehicle, the consumed fuel is reduced (fuel cut) to save the fuel, but here it is assumed that the energy is recovered as in the case of an EV vehicle.

  The third information is information related to energy consumed by the resistance generated when the mobile object travels. The traveling time of the moving body is a traveling state in which the speed of the moving body is constant within a predetermined time. The resistance generated when the mobile body travels is a factor that changes the travel state of the mobile body when the mobile body travels. Specifically, the resistance generated when the mobile body travels is resistance generated in the mobile body due to weather conditions, road conditions, vehicle conditions, and the like.

  The resistance generated in the moving body due to the weather condition is, for example, air resistance due to weather changes such as rain and wind. The resistance generated in the moving body due to the road condition is road resistance due to road gradient, pavement state of the road surface, and the like. The resistance generated in the moving body depending on the vehicle condition is a load resistance applied to the moving body due to tire air pressure, number of passengers, loaded weight, and the like.

  Specifically, the third information is energy consumption when the moving body is driven at a constant speed in a state where it receives air resistance, road surface resistance, and load resistance. More specifically, the third information is consumed when the moving body travels at a constant speed, for example, when it receives air resistance generated on the moving body due to a headwind or road resistance received from a road that is not paved. Energy consumption.

  The fourth information is information relating to energy consumed and recovered by a change in altitude at which the mobile object is located. The change in altitude at which the moving body is located is a state in which the altitude at which the moving body is located changes over time. Specifically, the change in altitude at which the moving body is located is a traveling state in which the altitude changes when the moving body travels on a sloped road within a predetermined time.

  Further, the fourth information is additional information that can be obtained when the road gradient in the predetermined section is clear, thereby improving the energy consumption estimation accuracy. In addition, when the slope of the road is unknown, or when simplifying the calculation, it is assumed that there is no change in the altitude at which the moving body is located, and the energy consumption is estimated with the road gradient θ = 0 in the energy estimation formula described later. Can do. In the following, except when there is a special explanation and when explaining the consumption energy estimation formula, there is no change in the gradient in the travel section, that is, θ = 0 in the consumption energy estimation formula described later (fourth information is not considered) This is explained on the assumption.

  The variable acquisition unit 102 is managed by, for example, an electronic control unit (ECU) via an in-vehicle communication network (hereinafter simply referred to as “CAN”) that operates according to a communication protocol such as CAN (Controller Area Network). The speed and acceleration of the moving body being used may be acquired and used as variables relating to the first information, the second information, and the third information.

  Moreover, the variable acquisition part 102 acquires the travel time required for driving | running | working a travel area as a variable of a consumption energy estimation formula. Specifically, the variable acquisition unit 102 acquires the required time when the mobile body traveled in the same travel section in the past as the travel time.

  In addition, the variable acquisition unit 102 acquires information on the remaining energy amount of the moving body and the actual energy consumption amount of the moving body in the travel section, and uses the information as a variable of the energy consumption estimation formula. Here, the remaining energy amount is the amount of energy remaining in the fuel tank or battery of the mobile body. That is, in the case of an EV vehicle, the recovered energy amount is also included in the remaining energy amount. Specifically, the variable acquisition unit 102 acquires, for example, a residual energy amount and an actual energy consumption amount managed by the ECU via an in-vehicle communication network that operates according to a communication protocol such as CAN.

  Further, the variable acquisition unit 102 determines whether or not one travel section or another travel section adjacent to the one travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section, or both. When satisfy | filling, the information regarding the speed at the time of the mobile body which drive | works a travel area is acquired as a variable regarding 1st information, 2nd information, and 3rd information.

  One travel section is a travel section in which the mobile body is currently traveling. Another travel section adjacent to one travel section is a travel section connected to a node that is the end point of the one travel section. For example, when the node that is the end point of one travel section is a four-way road, the travel sections that are in three directions excluding the one travel section among the travel sections that branch in four directions from the node that is the end point of the one travel section Is another travel section.

The range to which the current position of the moving body belongs is a range including the current position of the moving body when the moving body is traveling. Specifically, the range to which the current position of the mobile body belongs may be a range having a predetermined area including a travel section in which the mobile body is traveling, such as 10 km ² , or an administrative district such as a municipality. It may be a range divided by. The specific type of travel section is a range divided by a specific type. The specific type is, for example, a road type.

  Here, the road type is a type of road that can be distinguished by a difference in road conditions such as legal speed, road gradient, road width, and presence / absence of a signal. Specifically, the road type includes a narrow street (hereinafter referred to as “narrow street”) passing through a general national road, a highway, a general road, an urban area, and the like.

  That is, specifically, the variable acquisition unit 102 acquires the actual speed and acceleration of the moving body traveling in one travel section as information on the speed in the one travel section. Furthermore, the variable acquisition unit 102 is configured such that when one travel section and another travel section are within a range to which the current position of the mobile body belongs or a specific type of travel section, the mobile body traveling in one travel section The actual speed and acceleration are acquired as information on speed in other travel sections. Thereby, the estimation part 103 mentioned later can estimate the energy consumption close | similar to the actual energy consumption (henceforth "actual energy consumption") of the mobile body in a travel area.

  In addition, the variable acquisition unit 102 determines whether one travel section or another travel section is within the range to which the current position of the mobile body belongs and the travel section of a specific type, Information on the speed of the moving body when traveling in the travel section in the past (hereinafter referred to as “information on travel speed”) is acquired.

  Here, the travel history of the mobile body includes speed, acceleration, travel time, actual energy consumption, vehicle information, and the like when the mobile body travels in the travel section in the past. The vehicle information includes vehicle weight, vehicle rotating part weight, efficiency, air resistance, and the like. The travel history of the moving body is stored in the storage unit 105 for each travel section or each road type, for example.

  Specifically, the variable acquisition unit 102 determines whether the moving body is the same travel section or the same in the past when the moving body is before departure (not in one travel section) or has not reached another travel section. The speed and acceleration when traveling in a predetermined range are acquired as information relating to travel speed. The predetermined range is, for example, a range that can be reached before the remaining energy amount runs out, a prefecture, a municipality, or the like.

  In addition, the variable acquisition unit 102 may acquire information on travel speed even when one travel section or another travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section. . In this case, the variable acquisition unit 102 may calculate, for example, an average value of these pieces of information based on both the information about the actual speed and the information about the past travel speed.

  The variable acquisition unit 102 acquires information regarding the road in the travel section and uses it as a variable in the energy consumption estimation formula. Specifically, the variable acquisition unit 102 acquires, for example, information regarding roads relating to past travel histories stored in the storage unit 105. Moreover, the variable acquisition part 102 may acquire the information regarding a road from the map information memorize | stored in the memory | storage part 105, and may acquire a road gradient etc. from an inclination sensor etc., for example.

  The variable acquisition unit 102 includes a correction coefficient calculation unit 106. The correction coefficient calculation unit 106 determines the distance at which the moving body may stop and start for each travel section, and corrects the second information using the correction coefficient according to the distance. If the distance is short, the rate of change in the energy consumption of the second information in one travel segment is large, and if the distance is long, the rate of change in the energy consumption of the second information in the one travel segment is small. Affects the degree of

  For example, one travel section has a distance between signals and a distance between a signal and an intersection. However, in the following explanation, there is a possibility that a moving body will stop and start for each travel section. A certain distance will be described as a distance between signals. The signal-to-signal distance can be calculated not in one link unit, in a plurality of link units, or in a link unit instead of a link unit.

  In the correction coefficient calculation means 106, a correction coefficient corresponding to the distance between signals is set in advance. And the correction coefficient with respect to 2nd information is output to the correction | amendment part 104 of the estimation part 103 for every distance between signals in a travel area. Thereby, the energy consumption amount can be corrected in consideration of the distance between signals, and the estimation accuracy of the energy consumption is improved. As will be described later, the correction coefficient based on the inter-signal distance is not limited to being used as the coefficient of the second information, but can also be used as a coefficient for acceleration or speed. The correction coefficient for the inter-signal distance may be calculated and set with reference to data acquired during traveling. Specifically, the correction coefficient may be changed based on information such as energy consumption obtained from actual traveling speed, acceleration, CAN, and the like.

  Here, the information on the road is road information that causes a change in the amount of energy consumed or recovered by traveling of the moving body, for example. Specifically, the information on the road is, for example, a running resistance generated in the moving body due to the road type, road gradient, road surface condition, and the like. The running resistance can be calculated by the following equation (1), for example. Generally, running resistance is generated in a moving body during acceleration or running.

  The estimation part 103 estimates the energy consumption at the time of drive | working a travel area based on the consumption energy estimation formula containing 1st information, 2nd information, and 3rd information. Specifically, the estimation unit 103 estimates the energy consumption of the mobile body in the travel section based on the information regarding the speed of the mobile body acquired by the variable acquisition unit 102. In addition, when the road gradient is clear, the estimation unit 103 may estimate the energy consumption amount when traveling in the travel section based on the consumption energy estimation formula further including the fourth information.

  More specifically, the estimation unit 103 estimates the energy consumption per unit time based on the consumption energy estimation formula shown in the following formula (2) or (3), or both formulas. The energy consumption amount of the moving body during acceleration and traveling is the product of travel resistance, travel distance, net motor efficiency, and transmission efficiency, and is expressed by the following equation (2). The energy consumption estimation formula shown in formula (2) is a theoretical formula that estimates the energy consumption per unit time during acceleration and traveling.

  Here, ε is the net thermal efficiency, η is the total transmission efficiency, and γ is the correction coefficient of the second information corresponding to the distance between signals. If the sum of the acceleration α of the moving object and the acceleration g of the gravity from the road gradient θ is the combined acceleration | α |, the consumption energy estimation formula when the combined acceleration | α | is negative is the running resistance, the running distance, and the net motor. It is the product of efficiency and transmission efficiency, and is expressed by the following equation (3). The case where the combined acceleration | α | is negative is when the moving body is decelerating. The energy consumption estimation formula shown in Formula (3) is a theoretical formula that estimates the energy consumption per unit time during deceleration.

  In the above formulas (2) and (3), the first term on the right side is the energy consumption consumed by the equipment provided in the moving body, for example, the energy consumption during idling (first information). is there. The second term on the right side is the energy consumption (fourth information) due to the gradient component and the energy consumption (third information) due to the rolling resistance component. The third term on the right side is energy consumption (third information) due to the air resistance component. Further, the fourth term on the right side of the equation (2) is the energy consumption (second information) by the acceleration component. The fourth term on the right side of the equation (3) is the energy consumption (second information) by the deceleration component. The information indicated by the other variables is the same as the above equation (1).

  In the above formulas (2) and (3), the motor efficiency and the drive efficiency are considered to be constant. However, in practice, the motor efficiency and the driving efficiency vary due to the influence of the motor speed and torque. Therefore, the following equations (4) and (5) show empirical equations for estimating energy consumption per unit time. An empirical formula for estimating the energy consumption when the combined acceleration | α + g · sin θ | is positive is expressed by the following formula (4). That is, the energy consumption estimation formula shown in the formula (4) is an empirical formula for estimating the energy consumption per unit time during acceleration and traveling.

  An empirical formula for estimating the energy consumption when the combined acceleration | α + g · sin θ | is negative is expressed by the following formula (5). That is, the energy consumption estimation formula shown in Formula (5) is an empirical formula for estimating the energy consumption per unit time during deceleration.

  In the above equations (4) and (5), the coefficients a1 and a2 are constants set in accordance with the status of the moving object. The coefficients k1, k2, and k3 are variables based on energy consumption during acceleration. The information indicated by the first term on the right side to the fourth term on the right side is the same as in the above formulas (2) and (3).

  The formula (2), which is a theoretical formula, and the formula (4), which is an empirical formula, have similar structures. The first term on the right side of the equations (2) and (4) is a component that does not depend on the speed, and is both first information. The second term on the right side of equation (4) is the energy consumption for the gradient resistance and acceleration resistance. That is, the second term on the right side of the equation (4) is the second information representing the increase in kinetic energy due to the speed increase and the fourth information representing the increase in potential energy due to the altitude change. This corresponds to the acceleration component of the term and the gradient component of the second term on the right side of equation (2). The third term on the right side of equation (4) is third information, and corresponds to the rolling resistance component of the second term on the right side of equation (2) and the air resistance component of the third term on the right side of equation (2).

  The formula (3), which is a theoretical formula, and the formula (5), which is an empirical formula, have similar structures as in the relationship between the formulas (2) and (4). Β in the second term on the right side of the equation (5) is the amount of potential energy and kinetic energy recovered (hereinafter referred to as “recovery rate”).

  The estimation unit 103 inputs the travel speed V and the travel acceleration α per unit time using the energy consumption estimation formula shown in the above formula (4) or formula (5), or both formulas, and thereby the travel speed. Alternatively, the energy consumption at the moment when the travel acceleration is acquired may be estimated. However, when the travelable range is estimated using the above formula (4) or (5), the speed and acceleration per unit time in the entire travel section stroke to be traveled are acquired every 1 second, for example, and 1 second When trying to estimate the energy consumption every time, there is a risk that the amount of calculation becomes enormous.

  Therefore, the estimation unit 103 may estimate the energy consumption amount in this section using the average value of the traveling speed and the average value of the traveling acceleration in a certain section. Here, the section gathered to some extent is a section where the mobile body travels, and may be a travel section, for example. The energy consumption amount in the section can be obtained by using a consumption energy estimation formula defined based on the above formula (4) or formula (5). Specifically, the estimation unit 103 averages the energy consumption per unit time consumed when the moving body is accelerated and the energy consumption per unit time collected when the moving body is decelerated as the second information. Use the estimation formula.

  More specifically, the estimation unit 103 may estimate the energy consumption using the empirical expression of the energy consumption in the section shown in the following equation (6) or (7), or both equations. Good.

  The consumption energy estimation formula shown in the following equation (6) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile object travels is positive. The case where the altitude difference Δh is positive is a case where the moving body is traveling uphill.

  On the other hand, the consumption energy estimation formula shown in the following equation (7) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile body travels is negative. The case where the altitude difference Δh is negative is a case where the moving body is traveling downhill.

  In the above formulas (6) and (7), the first term on the right side is the energy consumption consumed by the equipment provided in the moving body, for example, the energy consumption during idling (first information). is there. The second term on the right side is the energy consumption (second information) by the acceleration resistance. The third term on the right side is energy consumption (fourth information) consumed as potential energy. The fourth term on the right side is energy consumption (third information) due to air resistance and rolling resistance (hereinafter collectively referred to as “running resistance”) received per unit area.

  Moreover, the estimation part 103 may acquire the collection rate (beta) provided by the manufacturer, for example, and may calculate the collection rate (beta) based on the information regarding the speed acquired by the variable acquisition part 102.

  Next, a method for calculating the recovery rate β will be described. In the above formula (6), if the second term on the right side is the energy consumption Pacc of the acceleration component in the travel section, the energy consumption Pacc of the acceleration component is calculated from the total energy consumption (left side) in the travel section as the energy during idling. This is obtained by subtracting the amount of consumption (first term on the right side) and the amount of energy consumed by the running resistance (fourth term on the right side), and is expressed by the following equation (8).

  In the above equation (8), it is assumed that the moving body is not affected by the road gradient θ (θ = 0). That is, the third term on the right side of the equation (6) is set to zero. Then, by substituting the above equation (8) into the above equation (6), the calculation formula for the recovery rate β shown in the following equation (9) can be obtained.

  The recovery rate β is about 0.7 to 0.9 for EV vehicles, about 0.6 to 0.8 for HV vehicles, and about 0.2 to 0.3 for gasoline vehicles. The recovery rate of the gasoline vehicle is a ratio between an energy consumption amount when the moving body is accelerated and an energy amount that is fuel-cut when decelerating.

  Moreover, the estimation part 103 calculates the energy consumption per unit time at the time of drive | working a travel area based on any one or more formulas of the consumption energy estimation formula shown to said Formula (2)-Formula (5). In addition to the estimation, the energy consumption when traveling in the travel section is estimated by integrating the travel time.

  Specifically, the estimation unit 103 estimates the energy consumption per unit time based on the consumption energy estimation formula using the information about the actual speed or the information about the travel speed, and is acquired by the variable acquisition unit 102 The energy consumption in the travel section is estimated by integrating with the travel time. Since the energy consumption amount in the travel section is estimated using the travel time when the mobile body actually traveled in the past in the travel section, the energy consumption amount closer to the actual energy consumption amount can be estimated.

  In addition, the estimation unit 103 uses the remaining energy amount as a solution of the consumed energy estimation formula, estimates a point where the remaining energy amount disappears, and calculates the travelable distance of the mobile object. Specifically, the estimation unit 103 is based on the energy consumption estimated based on the consumption energy estimation formula shown in the above formulas (2) to (7) and the residual energy amount acquired by the variable acquisition unit 102. Then, a point where the remaining energy amount is exhausted is estimated, and the travelable distance of the moving body is calculated.

  Specifically, the estimation unit 103 estimates the energy consumption when traveling in one travel section among consecutive travel sections, and then travels in another travel section adjacent to the one travel section. The point where the remaining energy amount disappears is estimated by repeating the process of estimating the energy consumption amount until the remaining energy amount disappears from the current position of the mobile object.

  Based on the actual energy consumption acquired by the variable acquisition unit 102, the correction unit 104 corrects information related to the moving object used as a variable in the energy consumption estimation formula. Specifically, the correction unit 104 uses the actual energy consumption acquired by the variable acquisition unit 102, the actual speed at the time when the actual energy consumption was measured, the actual acceleration, information on the road, and the like. The information about the moving body used as a variable of the energy estimation formula is corrected.

  Here, the information related to the moving object is information that causes a change in the amount of energy consumed or recovered by the traveling of the moving object. Specifically, the information on the moving body is information on traveling of the moving body such as information on the moving body itself such as maintenance status of vehicle information, road surface condition, information on speed changed from past traveling history, and the like. is there.

  In addition, the correction unit 104 corrects information on the moving object used as a variable of the energy consumption estimation formula based on the correction coefficient for the distance between signals calculated by the correction coefficient calculation unit 106. For example, the second information is further corrected by multiplying the coefficient according to the distance between signals. Thereby, the energy consumption amount can be corrected in consideration of the distance between signals, and the estimation accuracy of the energy consumption is improved.

  Further, the correction unit 104 compares the past traveling history and the current traveling state in the travel section, and corrects the information on the moving object when the past traveling history and the current traveling state are different. Good. By correcting the information related to the moving object by the correcting unit 104, the information related to the current moving object can be reflected in the energy consumption estimation formula every time the moving object travels the travel section or the predetermined range.

  Specifically, the correction unit 104 corrects information related to the moving body used as a variable in the energy consumption estimation formula based on information related to the actual energy consumption and speed acquired by the variable acquisition unit 102. More specifically, the correction unit 104, for example, based on the actual energy consumption, the speed, the acceleration, and the gradient of the moving body acquired by the variable acquisition unit 102 every second, the equation (4) and (5 The first information Pidle, the efficiency εη, the weight M of the moving body, and the like are calculated every second by the multiple regression analysis method or the regression analysis method using the energy consumption estimation formula shown in the formula (1).

  The memory | storage part 105 memorize | stores the map information divided for every predetermined range, and the classification information for every travel area. Specifically, the memory | storage part 105 memorize | stores the information regarding the driving | running | working log | history of the moving body for every travel area, every road classification, and every predetermined range, the information regarding the road concerning a driving | running | working log | history, map information etc., for example. The storage unit 105 may store the energy consumption estimated by the estimation unit 103, the recovery rate β, the travelable distance, and the like. In addition, the storage unit 105 may store information related to the moving body that corrects the variables used in the energy consumption estimation formulas expressed by the formulas (2) to (7) calculated by the correction unit 104. Further, a correction coefficient corresponding to the distance between signals may be stored.

  The display unit 110 displays the information estimated by the estimation unit 103 together with the map data. Specifically, the display unit 110 displays map data including information regarding the travelable distance calculated by the estimation unit 103. More specifically, the display unit 110 displays a route, an area, and the like that can be reached by the travelable distance calculated by the estimation unit 103 on the map data.

  Next, energy consumption estimation processing by the energy consumption estimation device 100 will be described. FIG. 2 is a flowchart showing a procedure of energy consumption estimation processing by the energy consumption estimation device. In the flowchart of FIG. 2, the energy consumption estimation apparatus 100 uses the variable acquisition unit 102 to acquire information regarding a road in a travel section in which the mobile object travels (step S201). Next, the energy consumption estimation apparatus 100 acquires the information regarding the speed of the moving body in a travel section by the variable acquisition part 102 (step S202).

  Next, the correction coefficient calculation unit 106 provided in the variable acquisition unit 102 calculates the inter-signal distance based on the map information acquired in step S201 (step S203). Thereafter, the correction coefficient calculation unit 106 calculates a correction coefficient corresponding to the inter-signal distance (step S204).

  Next, the energy consumption amount estimation apparatus 100 uses the estimation unit 103 based on information on the speed of the moving body in the travel section, and uses the energy consumption estimation formula including the first information, the second information, and the third information. Is used to estimate the energy consumption when traveling in the travel section (step S205). At this time, by using the correction coefficient obtained in step S204, the energy consumption can be accurately estimated by correcting the variable related to the second information in accordance with the inter-signal distance.

  Next, the energy consumption estimation apparatus 100 acquires the residual energy amount of the moving body by the variable acquisition unit 102 (step S206). Next, the energy consumption amount estimation apparatus 100 estimates the travelable distance of the mobile object based on the remaining energy amount, estimates the travelable range of the mobile object (step S207), and ends the processing according to this flowchart. To do.

  As described above, the energy consumption amount estimation apparatus 100 according to the embodiment uses the energy consumption estimation formula including the first information, the second information, and the third information, and uses the energy consumption amount in the travel section. Is estimated. More specifically, the energy consumption estimation apparatus 100 calculates the consumption energy estimation formula based on the idling state of the moving body, the energy consumed during acceleration / deceleration and traveling, and the energy recovered during acceleration / deceleration of the moving body. Use to estimate the energy consumption in the travel segment. As described above, the energy consumption amount estimation apparatus 100 calculates and estimates the energy consumption amount for each traveling situation in which the consumed energy amount is different, so that the energy consumption amount can be estimated more accurately.

  Moreover, the energy consumption amount estimation apparatus 100 estimates the energy consumption amount in the travel section based on information on the speed of the moving object. For this reason, the energy consumption amount estimation apparatus 100 can estimate the energy consumption amount reflecting the actual traveling state in the travel section.

  Moreover, the energy consumption amount estimation apparatus 100 estimates the range in which the mobile body can travel based on the residual energy amount acquired from the mobile body. For this reason, the energy consumption amount estimation apparatus 100 can reach the destination point with the current remaining energy amount, or to which point it can travel with the current remaining energy amount, or with which route it travels. Can be guessed.

  Moreover, the consumption energy estimation formula shown in the above-described formulas (1) to (9) includes vehicle information, road information, and the like as variables. Further, the second information is corrected based on the distance between signals. For this reason, the energy consumption estimation apparatus 100 can estimate the energy consumption and the travelable distance in which the actual state of the moving body in the travel section and the actual road condition are reflected.

  Example 1 of the present invention will be described below. In the present embodiment, an example in which the present invention is applied will be described using the navigation apparatus 300 mounted on a vehicle as the energy consumption estimation apparatus 100.

(Hardware configuration of navigation device 300)
Next, the hardware configuration of the navigation device 300 will be described. FIG. 3 is a block diagram illustrating a hardware configuration of the navigation apparatus. In FIG. 3, a navigation device 300 includes a CPU 301, ROM 302, RAM 303, magnetic disk drive 304, magnetic disk 305, optical disk drive 306, optical disk 307, audio I / F (interface) 308, microphone 309, speaker 310, input device 311, A video I / F 312, a display 313, a camera 314, a communication I / F 315, a GPS unit 316, and various sensors 317 are provided. Each component 301 to 317 is connected by a bus 320.

  The CPU 301 governs overall control of the navigation device 300. The ROM 302 records programs such as a boot program, an energy consumption estimation program, a data update program, and a map data display program. The RAM 303 is used as a work area for the CPU 301. That is, the CPU 301 controls the entire navigation device 300 by executing various programs recorded in the ROM 302 while using the RAM 303 as a work area.

  The magnetic disk drive 304 controls the reading / writing of the data with respect to the magnetic disk 305 according to control of CPU301. The magnetic disk 305 records data written under the control of the magnetic disk drive 304. As the magnetic disk 305, for example, an HD (hard disk) or an FD (flexible disk) can be used.

  The optical disk drive 306 controls reading / writing of data with respect to the optical disk 307 according to the control of the CPU 301. The optical disk 307 is a detachable recording medium from which data is read according to the control of the optical disk drive 306. As the optical disc 307, a writable recording medium can be used. In addition to the optical disk 307, an MO, a memory card, or the like can be used as a removable recording medium.

  Examples of information recorded on the magnetic disk 305 and the optical disk 307 include map data, vehicle information, road information, travel history, and the like. Map data is used to display information related to the distance that can be traveled in a car navigation system. Background data that represents features (features) such as buildings, rivers, and the ground surface, and roads that represent road shapes with links and nodes. Includes shape data. Here, vehicle information, road information, and travel history are data relating to roads used as variables in the energy consumption estimation formulas shown in the above formulas (2) to (7).

  The audio I / F 308 is connected to a microphone 309 for audio input and a speaker 310 for audio output. The sound received by the microphone 309 is A / D converted in the sound I / F 308. For example, the microphone 309 is installed in a dashboard portion of a vehicle, and the number thereof may be one or more. From the speaker 310, a sound obtained by D / A converting a predetermined sound signal in the sound I / F 308 is output.

  Examples of the input device 311 include a remote controller having a plurality of keys for inputting characters, numerical values, various instructions, and the like, a keyboard, and a touch panel. The input device 311 may be realized by any one form of a remote control, a keyboard, and a touch panel, but can also be realized by a plurality of forms.

  The video I / F 312 is connected to the display 313. Specifically, the video I / F 312 is output from, for example, a graphic controller that controls the entire display 313, a buffer memory such as a VRAM (Video RAM) that temporarily records image information that can be displayed immediately, and a graphic controller. And a control IC for controlling the display 313 based on the image data to be processed.

  The display 313 displays icons, cursors, menus, windows, or various data such as characters and images. As the display 313, for example, a TFT liquid crystal display, an organic EL display, or the like can be used.

  The camera 314 captures images inside or outside the vehicle. The image may be either a still image or a moving image. For example, the outside of the vehicle is photographed by the camera 314, and the photographed image is analyzed by the CPU 301, or a recording medium such as the magnetic disk 305 or the optical disk 307 via the image I / F 312. Or output to

  The communication I / F 315 is connected to a network via wireless and functions as an interface between the navigation device 300 and the CPU 301. Communication networks that function as networks include public line networks, mobile phone networks, DSRC (Dedicated Short Range Communication), LANs, WANs, and the like. The communication I / F 315 is, for example, a public line connection module, an ETC (non-stop automatic fee payment system) unit, an FM tuner, a VICS (Vehicle Information and Communication System (registered trademark)) / beacon receiver, or the like.

  The GPS unit 316 receives radio waves from GPS satellites and outputs information indicating the current position of the vehicle. The output information of the GPS unit 316 is used when the CPU 301 calculates the current position of the vehicle together with output values of various sensors 317 described later. The information indicating the current position is information for specifying one point on the map data, such as latitude / longitude and altitude.

  The various sensors 317 output information for determining the position and behavior of the vehicle, such as a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and a tilt sensor. The output values of the various sensors 317 are used by the CPU 301 to calculate the current position of the vehicle and the amount of change in speed and direction.

  The current position acquisition unit 101, the variable acquisition unit 102, the estimation unit 103, the correction unit 104, and the storage unit 105 of the energy consumption estimation device 100 illustrated in FIG. 1 are the ROM 302, the RAM 303, the magnetic disk 305, the navigation device 300 described above. The CPU 301 executes a predetermined program using a program and data recorded on the optical disc 307 and the like, and realizes its function by controlling each unit in the navigation device 300.

(Outline of energy consumption estimation by the navigation device 300)
The navigation device 300 according to the present embodiment estimates the energy consumption during travel of the vehicle on which the device is mounted. Specifically, the navigation device 300 uses one or more of the consumption energy estimation formulas shown in the following formulas (2) to (7) based on, for example, speed, acceleration, and vehicle gradient. To estimate the energy consumption of the vehicle.

  The energy consumption estimation formula shown in the above equation (2) is a theoretical formula for estimating the energy consumption per unit time during acceleration and traveling. The energy consumption estimation formula shown in the above equation (3) is a theoretical formula for estimating the energy consumption per unit time during deceleration.

  Further, in the above formulas (2) and (3), the first term on the right side is the energy consumption consumed by the equipment provided in the moving body, for example, the energy consumption during idling (first information) ). The second term on the right side is the energy consumption (fourth information) due to the gradient component and the energy consumption (third information) due to the rolling resistance component. The third term on the right side is energy consumption (third information) due to the air resistance component. Further, the fourth term on the right side of the equation (2) is the energy consumption (second information) by the acceleration component. The fourth term on the right side of the equation (3) is the energy consumption (second information) by the deceleration component.

  The energy consumption estimation formula shown in the above equation (4) is an empirical formula for estimating the energy consumption per unit time during acceleration and traveling. The energy consumption estimation formula shown in the above equation (5) is an empirical formula that estimates the energy consumption per unit time during deceleration.

  In the above equations (4) and (5), the coefficients a1 and a2 are constants set according to the vehicle situation. The coefficients k1, k2, and k3 are variables based on energy consumption during acceleration. Further, the speed V and the acceleration α are used, and other variables and information indicated by the portion corresponding to the first term to the fourth term on the right side are the same as the above formulas (2) and (3).

  In addition, the navigation device 300 uses the average speed and average acceleration of the vehicle in a certain range of sections, and uses the average energy consumption formula shown in the following formula (6) or (7) to determine whether the vehicle travels. Energy consumption may be estimated.

  The consumption energy estimation formula shown in the above equation (6) is a theoretical formula for estimating the energy consumption amount in the section when the altitude difference Δh of the section in which the mobile body travels is positive. The consumption energy estimation formula shown in the above equation (7) is a theoretical formula for estimating the energy consumption amount in the section when the altitude difference Δh of the section in which the mobile body travels is negative. When there is no difference in altitude, it is preferable to use the energy consumption estimation formula shown in the above formula (6).

  Further, in the above formulas (6) and (7), the first term on the right side is the energy consumption consumed by the equipment provided in the moving body, for example, the energy consumption during idling (first information) ). The second term on the right side is the energy consumption (second information) by the acceleration resistance. The third term on the right side is energy consumption consumed as potential energy (fourth information). The fourth term on the right side is the energy consumption (third information) due to the air resistance and rolling resistance (running resistance) received per unit area.

  In addition, the navigation apparatus 300 uses the multiple energy analysis method or the regression analysis method to calculate the first information every second using the energy consumption estimation equation shown in the above equation (4) or (5), or both equations. Pidle, efficiency εη, moving body weight M, and the like may be calculated to correct the variables of the energy consumption estimation formula shown in the above formulas (2) to (7).

(Energy consumption estimation processing in the navigation device 300)
As described above, the navigation apparatus 300 acquires information on the travel section and the vehicle speed in the travel section, and estimates the energy consumption amount in the travel section using the consumption energy estimation formula. Moreover, the navigation apparatus 300 acquires the remaining energy amount of the vehicle, and estimates the travelable distance of the vehicle using a consumption energy estimation formula. Details of the energy consumption estimation process will be described below.

  FIG. 4 is a flowchart showing a procedure of energy consumption estimation processing by the navigation device. In the flowchart of FIG. 4, the navigation device 300 first determines, for example, a travel section to which the current position belongs based on the current position of the vehicle acquired in advance, as a travel section (hereinafter, simply “ (Referred to as “estimated travel section”) (step S401). Next, the navigation device 300 determines whether or not the vehicle on which the device is mounted is traveling, for example, via a vehicle speed sensor or an acceleration sensor (step S402).

  When the vehicle is traveling (step S402: Yes), the navigation apparatus 300 acquires the current position of the vehicle on which the own apparatus is mounted via the communication I / F 315 (step S403). At this time, the navigation apparatus 300 acquires road information of the travel section together with the current position of the vehicle. The road information may include, for example, weather, wind direction, and wind speed in the travel section.

  Next, the navigation apparatus 300 determines whether the travel section acquired in step S401 is within the range to which the current position of the vehicle belongs, or whether the travel section is a specific type of travel section (step S404). . As will be described later, when there are a plurality of travel sections to be estimated, each travel section is determined, and the subsequent processing is performed independently for each travel section. When the travel section is in the range shown in step S404 (step S404: Yes), the navigation device 300 reads the current vehicle information from the storage device (magnetic disk 305 or optical disk 307) (step S405). The vehicle information may be, for example, information provided by a manufacturer at the time of factory shipment, or information corrected by a correction process described later.

  The navigation device 300 acquires information on the current speed through, for example, a vehicle speed sensor and an acceleration sensor (step S406). Information related to speed includes vehicle speed, acceleration, and the like.

  Next, the navigation apparatus 300 calculates the distance between signals in each travel section to be estimated (step S407). An example of calculating the inter-signal distance will be described later. Based on the inter-signal distance, a correction coefficient for the second information is calculated corresponding to the inter-signal distance (step S408).

  Next, the navigation device 300 reads the travel time when traveling in the past in the travel section acquired in step S401 from the travel history recorded in the storage device described later (step S409).

  Next, the navigation apparatus 300 uses the vehicle information read in step S405, the information related to the speed acquired in step S406, and the correction coefficient for each inter-signal distance calculated in step S408, the above formula (2) to ( 7) The energy consumption amount in the travel section acquired in step S401 is estimated based on any one or more of the consumption energy estimation equations shown in equation 7) (step S410). At this time, when the energy consumption amount per unit time is estimated, the navigation apparatus 300 integrates the energy consumption amount per unit time in the travel section with the past travel time, and estimates the energy consumption amount in the travel section. .

  Further, the travelable distance of the vehicle can be estimated by executing the following processing. First, the navigation apparatus 300 acquires the remaining energy amount of the vehicle via the in-vehicle communication network (step S411). Next, the navigation device 300 subtracts the energy consumption amount of the travel section to be estimated from the remaining energy amount acquired in step S409, and estimates the travelable distance of the vehicle (step S412). That is, if the remaining energy amount still remains, the navigation 300 estimates that the travel section to be estimated can travel with the current remaining energy amount.

  Next, the navigation apparatus 300 determines whether the residual energy is not zero for all travel sections to be estimated (step S413). Here, if the remaining energy is not zero for all travel sections, there is a possibility that the travel section ahead connected to the travel section to be estimated can still travel. If the remaining energy is not zero for all travel sections (step S413: No), the navigation apparatus 300 acquires the next travel section adjacent to the estimated travel section where the remaining energy has not become zero (step S414). . Here, for example, when there are a plurality of next travel sections adjacent to the travel section to be estimated, such as an intersection, all travel sections are acquired as travel sections to be estimated. Thereafter, the navigation device 300 returns to step S402, determines whether the vehicle is running, and then repeats the subsequent processing.

  On the other hand, when the remaining energy is zero for all travel sections (step S413: Yes), for example, the navigation apparatus 300 displays information on the travelable distance together with the map data displayed on the display 313 (step S415). The process according to this flowchart ends. Here, the information related to the travelable distance includes image information for displaying a travelable range of the vehicle on a map, character information for displaying the travelable range as characters, and the like.

  If the vehicle is not traveling (step S402: No), and if the travel section is not within the range shown in step S404 (step S404: No), the navigation device 300 reads past vehicle information from the storage device ( Step S416). Next, the navigation device 300 reads information on the past travel speed from the storage device (step S417), moves to step S409, and performs the subsequent processing.

  Here, the past vehicle information and information related to the travel speed are information acquired by the navigation device 300 and stored in the storage device when the travel section acquired in step S401 or step S414 traveled in the past. The case where the vehicle is not running is, for example, the case before the departure. Note that past vehicle information and travel speed information are not information stored when the user has traveled in the past, and the navigation device 300 can collect other information collected by the server if it can be connected to the communication system via the server. Information on when the vehicle has traveled in the past may be used. Further, the navigation device 300 may use information relating to travel speed and vehicle information corresponding to each travel section, which is recorded in advance in the storage device. Specifically, statistical information stored in advance in the storage device when the navigation device 300 is manufactured may be used.

  In the energy consumption estimation process described above, the navigation apparatus 300 sequentially estimates the energy consumption in other travel sections that are connected to the travel section where the vehicle is currently located, not only when the vehicle is stopped but also when the vehicle is traveling. For example, it is possible to estimate to which point the vehicle can travel with the current remaining energy amount.

  In addition, when the route to the destination point is determined, the navigation device 300 may sequentially acquire only the travel sections on the route and integrate the energy consumption amount. In addition, when searching for a route to the destination point, the energy consumption is integrated for a plurality of candidate routes that reach the destination point. For example, which route travels to reach the destination point with the current remaining energy amount. It may be possible to guess whether or not it is possible to reach the destination with the current amount of remaining energy.

  In step S412, if the remaining energy amount becomes zero in all travel sections, for example, the navigation apparatus 300 proceeds to step S415 and can reach the EV with the remaining energy amount to replenish energy. The user may be notified of the route to the vehicle charging station, the fueling station, or the like. Data acquired by the navigation device 300 during the energy consumption estimation process is recorded in the storage device as a travel history.

(Calculation of correction coefficient corresponding to the distance between signals)
FIG. 5 is a diagram for explaining the distance between signals. The inter-signal distances L1 to L5 are inter-link distances on the planned travel route. For example, the inter-signal distance L1 is a distance between the traffic lights s1-s2. Further, not only the distance between the pair of traffic lights s1 and s2, but also the intersection c1 at which the vehicle may stop is set as an object of signal distance calculation. For example, in the illustrated example, the inter-signal distance L4 between the traffic light s4 and the intersection c1 is also calculated as the inter-signal distance. Further, as for the distance between the signals, as shown in the illustrated example, the distance to the front of the intersection where the signal s4 is provided, as indicated by the signal distance L3 between the signals s3 and s4. Is obtained as the inter-signal distance L3.

  The navigation device 300 acquires map data from an external server or the like via the magnetic disk 305, the optical disk 307, or the communication I / F 315, extracts the position of the traffic signal based on the information of the map data, and between adjacent traffic signals The distance between each other (signal distance) is calculated. Moreover, you may make it acquire the map data in which the distance between signals is preset.

  FIGS. 6A and 6B are tables illustrating examples of correction coefficients corresponding to the distance between signals. In the ROM 302 or the like of the navigation device 300, a correction coefficient corresponding to the distance between signals shown in FIG. 6A is stored in a predetermined arithmetic expression or data form. As shown in the figure, the horizontal axis is a coefficient calculation section, that is, a distance between signals, and the vertical axis is a correction coefficient γ. As shown in the figure, as the length of the coefficient calculation section (distance between signals) is shorter, the value of the correction coefficient γ is set larger. As the length of the coefficient calculation section (distance between signals) is longer, the value of the correction coefficient γ is increased. Set to a smaller value.

  This is because the shorter the distance between signals, the lower the rate at which the vehicle runs at a constant speed relative to the distance, and the higher the rate at which the energy consumption indicated by the second information changes with respect to the distance. Conversely, the longer the distance between signals, the higher the rate at which the vehicle runs at a constant speed with respect to the distance, and the less the rate at which the energy consumption indicated by the second information changes with respect to the distance.

  6A is an example in which the correction coefficient γ is changed step by step for each distance. However, the present invention is not limited to this, and as shown in FIG. 6-2, the correction coefficient γ continuously changes with respect to the distance. It is good also as a setting.

(Example of calculation of distance between signals and correction coefficient-1)
FIG. 7 is a flowchart illustrating a calculation example of the inter-signal distance and the correction coefficient. In this calculation example, the distance between signals is calculated based on the distance of one link and the number of traffic lights included in the link. The CPU 301 of the navigation device 300 shown in FIG. 3 performs calculation of the distance between signals and the correction coefficient. In correspondence with FIG. 1, the correction coefficient calculation unit 106 of the variable acquisition unit 102 performs.

  First, the navigation device 300 acquires link (travel section) information from route information (step S701). Next, the position of the traffic light is extracted from the link (travel section) information (step S702). Then, the distance between adjacent signals is calculated from the position of the traffic light (step S703). Thereafter, the correction coefficient γ corresponding to the inter-signal distance obtained in step S703 is determined (step S704).

(Example of calculation of distance between signals and correction coefficient-2)
FIG. 8 is a flowchart showing another calculation example of the inter-signal distance and the correction coefficient. In this calculation example, the inter-signal distance is calculated based on the link distance and the number of traffic lights included in the link. First, the navigation apparatus 300 acquires link (travel section) information from route information (step S801). Next, the link distance and the number of traffic lights are extracted from the link (travel section) information (step S802). Then, the inter-signal distance is calculated from the link distance and the number of traffic lights (step S803). Thereafter, the correction coefficient γ corresponding to the inter-signal distance obtained in step S803 is determined (step S804).

(Example of calculation of signal distance by unit)
FIG. 9A to FIG. 9C are diagrams illustrating examples of calculating the inter-signal distance. The example illustrated in FIG. 9A is an example in which the distance between signals is calculated in units of one link. As shown in the figure, in the case of one link, the distance between signals is calculated based on the distance a of the link and the number b of traffic lights included in the link. In this case, the distance between signals is obtained by a / (b + 1 {number of links}).

  The example illustrated in FIG. 9B is an example of calculating the inter-signal distance in units of a plurality of links. As shown in the figure, for a plurality of links, the inter-signal distance is calculated based on the distances c, d, e of each link and the number of traffic lights f, g, h included in each link. In this case, the signal-to-signal distance is obtained by (c + d + e) / (f + g + h + 3 {number of links}).

  The example illustrated in FIG. 9C is an example in which the distance between signals is calculated in units of distance. As shown in the figure, the inter-signal distance is calculated based on the number of links included in the predetermined distance L, the distances j and k of each link, and the numbers f and g of traffic lights included in each link. In this case, the distance between signals is obtained by L / (f + g + 2 {number of links}).

(Correction process in navigation device 300)
Next, a travel history correction process used as a variable in the energy consumption estimation formula in the energy consumption estimation process in the navigation device 300 will be described. FIG. 10 is a flowchart showing the procedure of the correction process by the navigation device. In the flowchart shown in FIG. 10, a case where the travel history is corrected after the travel section has been traveled will be described.

  The navigation device 300 acquires road information in the travel section via the communication I / F 315 (step S1001). Here, the navigation apparatus 300 may perform the process of step S1001 when the process of step S403 of the energy consumption estimation process (see FIG. 4) is performed, and may perform the subsequent processes.

  Next, the navigation device 300 stands by until the vehicle finishes traveling in the travel section (step S1002: No loop). After the vehicle finishes traveling in the travel section (step S1002: Yes), the navigation device 300 reads the travel history stored in the storage device (magnetic disk 305 or optical disk 307) (step S1003).

  Here, the information that the navigation device 300 reads from the travel history is the travel history of the travel section that has just finished traveling in step S1002. Specifically, the information that the navigation device 300 reads from the travel history is information that is used as a variable in the energy consumption estimation formula, such as speed, acceleration, average speed, and average acceleration.

  Next, the navigation apparatus 300 acquires travel information at the time of the current travel of the travel section just finished traveling in step S1002, for example, via the in-vehicle communication network (step S1004). Here, the travel information acquired by the navigation device 300 is information that is a comparison of the travel history read from the storage device by the navigation device 300 in step S1003. Specifically, for example, the speed, acceleration, average speed, average Acceleration.

  Next, the travel information acquired in step S1004 by the navigation device 300 is compared with the travel history read in step S1003, and it is determined whether the travel information is different from the travel history (step S1005). That is, it is determined whether the current vehicle travel in the travel section is different from the past travel in the same travel section.

  If the travel information is different from the travel history (step S1005: Yes), the navigation device 300 rewrites the travel history stored in the storage device with the current travel information (step S1006), and ends the processing according to this flowchart. On the other hand, if the travel information is not different from the travel history (step S1005: No), the navigation device 300 ends the process according to this flowchart without rewriting the travel history.

  In this correction process, after waiting in step S1002 until the vehicle has completely traveled through the predetermined range, the subsequent processes may be performed. In that case, a past travel history in a predetermined range may be read in step S1003, and travel information in a predetermined range just completed in this time may be acquired in step S1004. As a correction process by the navigation device, as another procedure described above, the travel history may be corrected while traveling in the travel section.

  Thus, according to the navigation apparatus 300, the information regarding the speed used as a variable in the energy consumption estimation formula can be corrected based on the travel information of the vehicle. Further, vehicle information used as a variable in the energy consumption estimation formula can be corrected based on the vehicle travel information and travel history. Since the second information is corrected based on the distance between signals, the energy consumption amount in the travel section can be estimated more accurately, and the range in which the vehicle can travel is estimated more accurately. Can do.

(About road gradient)
Next, the road gradient θ used as a variable on the right side of the equations (1) to (5) will be described. FIG. 11 is an explanatory diagram schematically showing acceleration applied to a vehicle traveling on a road having a gradient. As shown in FIG. 11, a vehicle traveling on a slope with a road gradient θ has acceleration A (= dx / dt) accompanying traveling of the vehicle and a traveling direction component B (= g · sin θ) of gravitational acceleration g. Take it. The second term on the right side of the equation (1) indicates the acceleration A accompanying the traveling of the vehicle and the combined acceleration C of the traveling direction component B of the gravitational acceleration g. Further, the distance L of the section in which the vehicle travels is defined as the travel time T and the travel speed V.

  When estimating the fuel consumption without considering the road gradient θ, the error between the estimated fuel consumption and the actual fuel consumption is small in the region where the road gradient θ is small, but the estimated fuel consumption and the actual fuel consumption are different in the region where the road gradient θ is large. The error will increase. For this reason, in the navigation apparatus 300, the estimation accuracy is improved by estimating the fuel consumption in consideration of the road gradient, that is, the fourth information.

  The slope of the road on which the vehicle travels can be known using, for example, an inclinometer mounted on the navigation device 300. Further, when the inclinometer is not mounted on the navigation device 300, for example, road gradient information included in the map data can be used.

(About driving history)
Next, information recorded in the storage device that is read in step S405 of FIG. 4 by the energy consumption estimation process described above will be described. FIG. 12 is an explanatory diagram showing an example of road information in the energy consumption estimation process by the navigation device. As shown in FIG. 12, road information data 1200 is a table in which, for example, average speed 1203, average acceleration 1204, and road gradient 1205 are recorded for each record using area information 1201 and road type 1202 as main keys. It is. The road information data 1200 stores a vehicle travel history read and written by the navigation device 300.

  The area information 1201 is, for example, a place name or a range (for example, a predetermined range) divided for each region name. The road type 1202 is a type of road that can be distinguished by differences in road conditions such as legal speed, road gradient, road width, and presence / absence of signals. Specifically, the road type is a narrow street (narrow street) passing through a national road, a highway, a general road, an urban area, or the like.

  Average speed 1203, average acceleration 1204, and road gradient 1205 are travel histories acquired when the vehicle travels. Although not shown, road information data 1200 includes actual energy consumption when the vehicle has traveled in the past, time (travel time) required when the vehicle has traveled in the past, vehicle information, and the like. May be recorded. As described above, these pieces of information may use information acquired from other vehicles through communication, or may use statistical information stored in advance in the apparatus.

(About running resistance)
Next, the running resistance generated in the vehicle will be described. The navigation device 300 calculates the running resistance by the following equation (1), for example. Generally, traveling resistance is generated in a moving body during acceleration or traveling due to road type, road gradient, road surface condition, and the like.

(Definition of recovery rate β)
Next, the concept of the EV vehicle collection rate will be described. FIG. 13 is an explanatory diagram showing a method for calculating the collection rate of EV cars. Using the following formulas (10) to (13) as an example, assuming that the vehicle travels in the travel section, accelerates from the departure point, travels at a constant speed, and then decelerates and stops. Define the recovery rate β. Further, the energy consumption amount (actual energy consumption amount) Pt measured when the vehicle actually travels in the travel section is assumed. It is assumed that road gradient θ = 0 in the travel section.

  In FIG. 13, the energy consumption amount 1301 during acceleration is the sum of the energy consumption amount Ps due to running resistance and the energy consumption amount Pa due to acceleration resistance, as shown in the following equation (10). Here, the energy consumption amounts Ps and Pa are theoretically calculated data.

  Pt = Ps + Pa (10)

  Here, it is further assumed that: The running resistance generated in the vehicle is equal between acceleration and deceleration. Further, a part of the kinetic energy generated by the acceleration resistance is converted into electric power during deceleration and stored as an amount of energy to be recovered. In other words, when the vehicle decelerates, energy is consumed by the running resistance, but the kinetic energy generated by the acceleration resistance is recovered, so the actual amount of energy consumed is the amount of energy recovered from the amount of energy by the running resistance. Subtracted value.

  For this reason, if the ratio (recovery rate) β of the kinetic energy amount due to acceleration resistance is recovered during deceleration, the energy consumption amount 1302 during deceleration is the energy consumption due to running resistance as shown in the following equation (11). This is the difference between the amount Ps and the recovered energy amount β · Pa.

  Pt = Ps−β · Pa (11)

  The actual energy consumption Pt is the sum of the above equations (10) and (11) as shown in the following equation (12).

  Pt = Ps + (1-β) · Pa (12)

  Here, since the actual energy consumption Pt, the energy consumption Ps due to running resistance, and the energy consumption Pa due to acceleration resistance are known values, the recovery rate β can be calculated using the following equation (13). it can.

  β = 1− (Pt−Ps) / (Pa) (13)

  Next, a method for calculating the recovery rate β based on actual traveling of the vehicle will be described. FIG. 14 is a characteristic diagram showing the relationship between the speed and output of the EV vehicle. FIG. 15 is a characteristic diagram showing energy consumption for each EV vehicle traveling state. 14 and 15, the positive part on the vertical axis is energy consumption, the negative part on the vertical axis is energy saving, and the horizontal axis is time. First, the speed, energy consumption (output), and the amount of energy due to running resistance other than adjustment of the vehicle running in the travel section were measured every predetermined time. The results are shown in FIGS.

  In FIG. 14, a line graph (hereinafter referred to as “speed”) 1401 indicates a change in the speed of the vehicle traveling in the travel section. A line graph (hereinafter referred to as “output”) 1402 indicates the difference between the energy consumption amount and the recovered energy amount of the vehicle traveling in the travel section. A line graph (hereinafter referred to as “running resistance”) 1403 indicates the amount of energy due to running resistance other than acceleration of the vehicle traveling in the travel section.

  From the results shown in FIG. 14, when the vehicle is accelerating (speed 1401), both the output 1402 and the running resistance 1403 are increased. When the vehicle is traveling at a constant speed, both the output 1402 and the traveling resistance 1403 are constant values. Further, when the vehicle is decelerating, the output 1402 decreases and reaches a negative region, and the running resistance 1403 decreases the positive region.

  That is, as the output 1402 shows, it turns out that energy is collect | recovered at the time of deceleration. On the other hand, since the running resistance 1403 changes only in the positive region of the vertical axis, it can be seen that only the energy consumption occurs in the running resistance other than acceleration. Such changes in the output 1402 and the running resistance 1403 are shown in FIG. 15, for example.

  As shown in FIG. 15, the energy consumption amount E13 during acceleration is an energy consumption amount E11 due to acceleration resistance and an energy consumption amount E12 due to running resistance other than acceleration (deceleration), as shown in the following equation (14). Become sum. The energy consumption due to running resistance other than acceleration is the energy consumption consumed to maintain running.

  E13 = E11 + E12 (14)

  Further, the energy consumption amount E23 at the time of traveling at a constant speed (cruising) becomes an energy consumption amount E22 due to traveling resistance other than acceleration as shown in the following equation (15).

  E23 = E22 (15)

  Further, the energy consumption amount E33 during deceleration is the sum of the energy amount E31 recovered during deceleration and the energy consumption amount E32 due to travel resistance other than acceleration, as shown in the following equation (16).

  E33 = E31 + E32 = E32−β × E11 (16)

  That is, the recovery rate β, which is the ratio between the energy consumption E11 during acceleration and the energy amount E31 recovered during deceleration, can be calculated using the following equation (17).

  β = E33 / E11 (17)

  That is, the above equation (17) corresponds to the following equation (9). Specifically, the formula for calculating the recovery rate shown in the following equation (9) is derived as follows. In the above formula (6), if the second term on the right side is the energy consumption Pacc of the acceleration component in the travel section, the energy consumption Pacc of the acceleration component is calculated from the total energy consumption (left side) in the travel section as the energy during idling. This is obtained by subtracting the amount of consumption (first term on the right side) and the amount of energy consumed by the running resistance (fourth term on the right side), and is expressed by the following equation (8).

  In the above equation (8), it is assumed that the vehicle is not affected by the road gradient θ (θ = 0). Then, by substituting the above equation (8) into the above equation (6), the calculation formula for the recovery rate β shown in the following equation (9) can be obtained.

  The recovery rate β is about 0.7 to 0.9 for EV vehicles, about 0.6 to 0.8 for HV vehicles, and about 0.2 to 0.3 for gasoline vehicles. The recovery rate of the gasoline vehicle is a ratio between an energy consumption amount when the moving body is accelerated and an energy amount that is fuel-cut when decelerating.

(Display example of possible driving range)
Next, information displayed on the display by the above-described energy consumption estimation process will be described. FIG. 16 is an explanatory diagram illustrating an example of a display screen displayed on the display of the navigation device. As shown in FIG. 16, for example, the display 1600 displays route information 1601 and 1602 searched for a route based on the travelable distance estimated by the navigation device 300 together with the map data. This is an example of information displayed on the display 1600 when the travelable distance estimated by the navigation device 300 can reach the destination from the current position of the vehicle. Specifically, the state shown in step S415 of FIG. 4 has been performed.

  Specifically, the navigation device 300 may be the travelable distance of the vehicle (when the vehicle can travel to the destination point based on the estimated energy estimation amount and the remaining energy amount of the vehicle, for example, when the vehicle departs or travels). Estimate the energy consumption). Then, the navigation device 300 displays, on the display 1600, route information 1601 and 1602, which are route-searched as being able to travel to the destination point with the remaining energy amount of the vehicle, for example, along with the map data. As the route information 1601 and 1602, the navigation device 300 displays, for example, the distance from the current position to the destination point, the required time, the amount of energy consumed to reach the destination point, and the like on the display 1600. Moreover, the navigation apparatus 300 may display the area which can drive | work on the display 1600 with map data.

  Thus, the navigation apparatus 300 displays the route information, the area, and the like searched for based on the travelable distance on the display 1600 together with the map data. For this reason, the user can visually confirm a plurality of routes and areas that can be reached with the remaining energy amount of the vehicle.

  As described above, according to the navigation device 300, the consumption energy estimation formula is used based on the idling state of the vehicle, the energy consumed during acceleration / deceleration and the traveling, and the energy collected during acceleration / deceleration of the vehicle. Estimate energy consumption in travel segments. Thus, since the navigation apparatus 300 calculates and estimates energy consumption for every driving | running | working condition from which the amount of energy consumed differs, it can estimate energy consumption more correctly.

  Moreover, the navigation apparatus 300 estimates the energy consumption in a travel area using the correction coefficient according to the speed and acceleration of a vehicle, and the distance between signals. For this reason, the navigation apparatus 300 can estimate the energy consumption amount reflecting the actual driving situation in the travel section.

  Moreover, the navigation apparatus 300 estimates the range which can drive | work a vehicle based on the residual energy amount acquired from the vehicle. For this reason, the navigation device 300 can determine which point can travel with the current remaining energy amount, or which route can travel to the destination with the current remaining energy amount. Can be guessed.

  Moreover, the above-described equations (1) to (9) include vehicle information, road information, and the like as variables. For this reason, the navigation apparatus 300 can estimate the actual travel state of the mobile body in the travel section, the energy consumption amount reflecting the actual road conditions, and the travelable distance.

  In addition, the navigation device 300 uses the energy consumption amount per unit time in the travel section and the energy consumption amount in the travel section based on the time (travel time) required when the mobile body traveled in the travel section in the past. Is estimated. For this reason, the navigation apparatus 300 can estimate the energy consumption amount reflecting the travel time required by the travel situation of the user in the travel section.

  In addition, the navigation device 300 uses one or more of the consumption energy estimation formulas shown in the above formulas (2) to (7) based on the vehicle speed, acceleration, and residual energy amount, Estimated travel distance of. As described above, the navigation apparatus 300 estimates the travelable distance of the vehicle based on the travel situation when the vehicle actually traveled in the past in the past and the actual residual energy amount, and thus travels more accurately. Possible distance can be estimated.

  In addition, the navigation apparatus 300 uses, as the second information related to energy consumed and recovered during acceleration / deceleration of the moving body, the amount of energy per unit time consumed during acceleration of the moving body and the unit time recovered during deceleration of the moving body. The energy consumption of the vehicle is estimated using an estimation formula that averages the amount of energy per hit. For this reason, the navigation apparatus 300 can estimate the energy consumption amount in the travel section before traveling in consideration of both the energy amount consumed during acceleration and the energy amount recovered during deceleration.

  Next, a second embodiment of the present invention will be described. In the first embodiment, the second information is corrected using a correction coefficient corresponding to the distance between signals. However, in the second embodiment, the acceleration, which is a variable included in the second information, is used for the energy consumption. Correction is performed using a correction coefficient corresponding to the distance. For example, it can be calculated by the following equation (10).

  This equation (10) is equivalent to the above equation (2), and the acceleration α is multiplied by a correction coefficient γ corresponding to the distance between signals. For this reason, in the second embodiment, the acceleration α of the vehicle is detected by an acceleration sensor or the like. Then, the inter-signal distance is calculated as in the first embodiment, and the correction coefficient γ corresponding to the inter-signal distance is obtained. Then, the acceleration α is multiplied by a correction coefficient γ. As a result, in the same manner as in the first embodiment, it is possible to estimate an energy consumption amount that is close to an actual traveling state in consideration of the distance between signals.

  Next, a third embodiment of the present invention will be described. In the third embodiment, the speed, which is a variable included in the second information and the third information, is corrected using a correction coefficient corresponding to the inter-signal distance. FIGS. 17A and 17B are tables illustrating other examples of the correction coefficient corresponding to the inter-signal distance. In the ROM 302 or the like of the navigation device 300, a correction coefficient corresponding to the inter-signal distance shown in FIG. 17A is stored in a predetermined arithmetic expression or data form. As shown in the figure, the horizontal axis is a coefficient calculation section, that is, a distance between signals, and the vertical axis is a correction coefficient γ. As shown in the figure, the value of the correction coefficient γ is set to be smaller as the length of the coefficient calculation section (distance between signals) is shorter, and the value of the correction coefficient γ is set to be longer as the length of the coefficient calculation section (distance between signals) is longer. Set a larger value.

  This is because the rate at which the speed changes with respect to the distance is smaller as the distance between the signals is shorter. FIG. 17A is an example in which the correction coefficient γ is changed stepwise for each distance. However, the present invention is not limited to this, and as shown in FIG. 17-2, the correction coefficient γ changes continuously with respect to the distance. It is good also as a setting.

  And the navigation apparatus 300 can calculate energy consumption by following (11) Formula.

  This equation (11) is equivalent to the above equation (2), and the speed V is multiplied by a correction coefficient γ corresponding to the distance between signals. For this reason, in the third embodiment, the speed V of the vehicle is detected by a speed sensor or the like. Then, the inter-signal distance is calculated as in the first embodiment, and the correction coefficient γ corresponding to the inter-signal distance is obtained. Then, the speed V is multiplied by a correction coefficient γ. As a result, in the same manner as in the first embodiment, it is possible to estimate an energy consumption amount that is close to an actual traveling state in consideration of the distance between signals.

  The energy consumption estimation method described in this embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Energy consumption estimation apparatus 101 Current position acquisition part 102 Variable acquisition part 103 Estimation part 104 Correction part 105 Storage part 106 Correction coefficient calculation part 110 Display part

Claims (10)

Estimating means for estimating an energy consumption amount when the moving body travels in a predetermined section based on a consumption energy estimation formula including first information on energy that is fluctuated and consumed by each of the equipment included in the moving body;
Calculating means for calculating a correction coefficient for correcting information on the moving body in the energy consumption estimation formula based on a distance between one traffic signal and another traffic signal included in the predetermined section;
An energy consumption estimation device comprising: Estimating means for estimating an energy consumption amount when the moving body travels in a predetermined section based on a consumption energy estimation formula including first information on energy that is fluctuated and consumed by each of the equipment included in the moving body;
Calculating means for calculating a correction coefficient for correcting information on the moving body in the energy consumption estimation formula based on a distance between one traffic light and one intersection included in the predetermined section;
An energy consumption estimation device comprising:   The energy consumption estimation apparatus according to claim 1, further comprising: a correction unit that corrects the energy consumption estimated by the estimation unit based on the correction coefficient calculated by the calculation unit.   The energy consumption estimation apparatus according to claim 3, further comprising: a variable acquisition unit that acquires information about the moving object used as a variable of the consumption energy estimation formula. The variable acquisition unit further includes acceleration acquisition means for acquiring acceleration of the moving body traveling in the predetermined section as a variable relating to second information related to energy consumed and recovered during acceleration / deceleration of the moving body,
The energy consumption estimation apparatus according to claim 4, wherein the correction unit corrects the energy consumption by multiplying the acceleration by the correction coefficient. The variable acquisition unit further includes speed acquisition means for acquiring the speed of the moving body traveling in the predetermined section as a variable relating to the second information and third information related to energy consumed by the resistance generated when the moving body travels. Prepared,
6. The energy consumption estimation apparatus according to claim 5, wherein the correction unit corrects the energy consumption by multiplying the speed by the correction coefficient. In the energy consumption estimation method performed by the energy consumption estimation device,
An estimation step of estimating an energy consumption amount by the estimation means when the mobile body travels in a predetermined section based on a consumption energy estimation formula including first information on energy fluctuated and consumed by each of the equipment provided in the mobile body;
A calculation step of calculating a correction coefficient for correcting information related to the moving body in the consumption energy estimation formula based on a distance between one traffic signal included in the predetermined section and another traffic signal;
A method for estimating energy consumption, comprising: In the energy consumption estimation method performed by the energy consumption estimation device,
An estimation step of estimating an energy consumption amount by the estimation means when the mobile body travels in a predetermined section based on a consumption energy estimation formula including first information on energy fluctuated and consumed by each of the equipment provided in the mobile body;
A calculation step of calculating a correction coefficient for correcting information related to the moving body in the consumption energy estimation formula based on a distance between one traffic signal included in the predetermined section and one intersection;
A method for estimating energy consumption, comprising:   An energy consumption estimation program for causing a computer to execute the method according to claim 7 or 8.   A computer-readable recording medium, wherein the energy consumption estimation program according to claim 9 is recorded.

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