JP2016092886A - Operation assisting device and operation assisting method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To precisely calculate a distance which can be traveled even in no overhead wire traffic system in which vehicle condition changes.SOLUTION: An operation assisting device which assists operation of a vehicle that travels on an electric power of an energy accumulation device includes a vehicle mass transition estimating part which predicts transition of a vehicle mass in a predetermined section based on a past or current peripheral environment information of the vehicle, and a movable distance calculation part which calculates an amount of power consumption required for travelling based on the predicted vehicle mass, and calculates a movable distance according to a remaining capacity of the energy accumulation device.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a driving support device and a driving support method, and is particularly suitable when applied to a driving support device that supports driving of a vehicle that travels using a power storage device as a power source.

  2. Description of the Related Art In recent years, there has been proposed an overhead line-less traffic system in which a vehicle travels without being supplied with electric power from an overhead line in a traffic system in which a vehicle travels on a track or a route on which a road surface is set. Such an overhead line-less traffic system is equipped with a power storage device that charges the amount of power required for the next run from a charging facility installed on the ground when the station stops or when running on the overhead line section. .

  Generally, the amount of electric power charged in the power storage device is displayed to the crew as a state of charge (SOC). However, in an overhead line-less transportation system, it is important that the station does not get stuck between stations due to insufficient power, so it is necessary to present not only the charging rate but also the distance that can be traveled with the remaining power to the crew.

  Patent Document 1 and Patent Document 2 show a technique for estimating the power consumption required for traveling in a predetermined section from the power consumption when traveling in a predetermined section in the past, and estimating the travelable distance. Has been.

  In general, unlike an automobile, an overhead line-less transportation system has a feature that vehicle conditions such as vehicle mass greatly change because the number of passengers varies greatly. Changes in the number of passengers include, for example, the impact of time such as commuting and daytime, the impact of dates such as Saturdays, Sundays, and holidays, the impact of whether or not there are events along the track, such as holding a concert, and the impact of sections such as a large number of passengers only in certain sections Receive.

JP 2012-63357 A JP 2012-63358 A

  In Patent Document 1 and Patent Document 2, since the power consumption required for traveling in a predetermined section is estimated from the power consumption when traveling in the predetermined section in the past, the vehicle conditions and the past during the current traveling are estimated. When there is a difference in the vehicle conditions when the vehicle travels, there is a problem that the estimation accuracy of the power consumption decreases.

  The present invention has been made in consideration of the above points, and is intended to propose a driving support device and a driving support method for accurately calculating a travelable distance even in an overhead line-less traffic system in which vehicle conditions change. is there.

  In order to solve such a problem, the present invention provides a driving support device that supports driving of a vehicle that is driven by electric power of a power storage device, and is based on past or current surrounding environment information of the vehicle. A vehicle mass transition estimation unit that predicts a transition of vehicle mass, and a travelable distance that calculates a power consumption necessary for traveling from the predicted vehicle mass and calculates a travelable distance according to the remaining amount of the power storage device A driving support device comprising: a calculation unit.

  In order to solve such a problem, the present invention provides a driving support method in a driving support device that supports driving of a vehicle that is driven by electric power of a power storage device, wherein the vehicle mass transition estimation unit includes the past or present of the vehicle. A step of acquiring surrounding environment information, a step of the vehicle mass transition estimating unit predicting a transition of vehicle mass in a predetermined section based on the acquired past or current surrounding environment information of the vehicle, and a travelable distance calculating unit Includes calculating a power consumption amount necessary for traveling from the predicted vehicle mass, and calculating a travelable distance according to a remaining amount of the power storage device by a travelable distance calculating unit. A driving support method is provided.

  According to the present invention, even in an overhead line-less traffic system in which vehicle conditions change, it is possible to accurately calculate the travelable distance and support safe driving of the overhead line-less traffic system.

It is a block diagram which shows the function structure of the driving assistance device which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the detail of the vehicle mass transition estimation process concerning the embodiment. It is a conceptual diagram which shows an example of the correction method of the vehicle mass transition concerning the embodiment. It is a flowchart which shows the detail of the travelable distance calculation process concerning the embodiment.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

(1) 1st Embodiment First, with reference to FIG. 1, the structure of the driving assistance apparatus contained in an overhead wire-less traffic system is demonstrated. An overhead line-less traffic system is a transportation system in which a vehicle travels on a track or on a route with a set road surface. A power storage device is mounted on the vehicle, and power is supplied from a charging facility installed on the ground. It is a traffic system that travels on the above route as a source. The driving support device 101 is an information processing device that notifies a crew member of the distance that can be traveled with the current remaining battery capacity, and FIG. 1 is a block diagram showing a functional configuration of the driving support device 101 according to the present embodiment. .

  In the following, a case where a train travels between stations including a monorail will be described as an example. However, the present embodiment is not limited to this, and is also applied to a bus traveling on a predetermined route, for example. Is possible.

  As shown in FIG. 1, the driving support apparatus 101 includes a current condition acquisition unit 102, a travel schedule acquisition unit 103, another vehicle information acquisition unit 104, a ground information acquisition unit 105, a recording unit 106, a vehicle mass transition estimation unit 107, a storage battery. It comprises an information acquisition unit 108 and a travelable distance calculation unit 109. A display 110 is mounted on the train as an interface with the crew. The driving support device 101 supports the driving of the crew by displaying the travelable distance on the display 110.

  The current condition acquisition unit 102 acquires the current condition of the train. Current conditions of the train (current conditions) are the current surrounding environment of the vehicle, such as date, current time, current position, weather, presence / absence of schedule disturbances, alongside event information, transfer connection information, air conditioning set temperature or vehicle mass. Information. The date, current time, and current position are acquired from a vehicle control device (not shown) that controls the train. The vehicle control device acquires a vehicle speed from a speed sensor such as a pulse generator (PG) attached to a rotating shaft end or an axle end of an electric motor that drives the vehicle, and integrates the vehicle speed to obtain the current position of the vehicle. Is calculated. In addition, the vehicle control apparatus should just acquire a vehicle speed, and the acquisition destination is not ask | required.

  The current position may be calculated by acquiring the current position directly from the operation management device, for example, in addition to the integration of the vehicle speed. If the vehicle control device can grasp the current position, including acquisition of the current position by GPS, the method Does not matter. The weather may be obtained from the ground using the ground-to-vehicle communication that communicates between the train and the ground, it may be judged whether the weather is fine or rain based on the operation status of the wiper, and the input of the crew You may acquire by. The presence / absence of timetable disruption, alongside line event information, and transfer connection information may be obtained from the ground operation management system using the above-described communication between the ground and the vehicle, or may be obtained by the input of a crew member. The air conditioning set temperature is obtained from the vehicle control device described above.

  The vehicle mass is calculated from the air spring pressure and a predetermined unsprung mass. The air spring is adjusted to increase the pressure when there are many passengers and to decrease the pressure when there are few passengers so that the floor height of the train is constant regardless of the number of passengers. Therefore, the number of passengers and the vehicle mass can be calculated based on the pressure of the air spring. Note that the method is not limited to the above method as long as the vehicle mass can be calculated. In other words, the current condition acquisition unit 102 only needs to be able to obtain the current surrounding environment information such as date, current time, current position, weather, presence / absence of diamond disturbance, alongside event information, transfer connection information, air conditioning set temperature, vehicle mass, There are no limitations on the means of obtaining or the source.

  The travel schedule acquisition unit 103 acquires the travel schedule of the train. The travel schedule is a terrain condition of a route, a schedule, a composition, a travel pattern, and a travel route scheduled to travel in the future. The road is defined as a travel route from which station to which station the train travels. The schedule is defined as to which station the train departs at what time, where to arrive at what time, and for how many minutes to stop at which station. The organization structure stipulates how many vehicles from which station to which station the train will travel in the future, and where the division / merging is performed at which station. This train configuration defines how many trains the train will run in the future.

  The travel pattern defines how the train runs, such as the acceleration end point and speed, and the brake start point and speed. The terrain condition is the gradient of the travel route and the curve radius. The travel schedule acquisition unit 103 acquires the travel schedule from the vehicle control device that controls the train. The vehicle control device acquires a route, a diagram, and a knitting configuration from an IC card possessed by a crew member. The storage medium for the route, diamond, and knitting configuration may be other than an IC card, and the medium format is not limited as long as the vehicle control apparatus can read the storage medium. Moreover, you may obtain from other than the medium which a crew member possesses, you may obtain from an operation management apparatus, and you may make a crew member input via the display 110. That is, the travel plan acquisition unit 103 only needs to be able to acquire the road, diagram, formation configuration, travel pattern, and topographic conditions of the travel route, regardless of the acquisition means and the source.

  The other vehicle information acquisition unit 104 acquires other vehicle vehicle mass transition information of a nearby train such as a preceding train using communication between the ground and the vehicle. The other vehicle vehicle mass transition information includes date, current time, current position, weather, presence / absence of diamond disturbance, alongside event information, transfer connection information, air conditioning set temperature, vehicle mass, door opening time, and the like. In addition, the other vehicle information acquisition part 104 should just acquire the other vehicle vehicle mass transition information of nearby trains, such as a preceding train, and a means is not ask | required.

  The ground information acquisition unit 105 acquires the ground information of the line area where the train is currently traveling and the line area scheduled to travel. The ground information includes the number of passengers at each station estimated from the IC ticket data, the number of passengers on the platform estimated from the camera image installed at the platform, and the number of passengers at each station predicted by the human flow simulator. In addition, real-time operation information (presence / absence of diamond disturbance) from the operation management device, real-time transfer connection information, and the like are included.

  The recording unit 106 records the past vehicle mass transition information of the line section where the train is currently traveling and the line section scheduled to travel. The past vehicle mass transition information includes past vehicle surrounding environment information such as date, current time, current position, weather, presence / absence of timetable disruption, alongside event information, transfer connection information, air conditioning set temperature, vehicle mass, and the like. The past vehicle mass transition information is composed of the vehicle mass transition information of the train that has traveled in the past in the line section where the train is currently traveling from the present to a predetermined period before.

  The vehicle mass transition estimation unit 107 calculates the current condition from the current condition acquisition unit 102, the travel schedule from the travel schedule acquisition unit 103, the other vehicle vehicle mass transition information from the other vehicle information acquisition unit 104, and the ground information acquisition unit 105 from the ground. The past vehicle mass transition information is obtained from the recording unit 106 as information. The vehicle mass transition estimation unit 107 predicts the optimum information as the vehicle mass transition of the future train from the other vehicle vehicle mass transition information, the ground information, and the past vehicle mass transition information based on the current conditions and the scheduled travel information. Select as vehicle mass transition. The vehicle mass transition estimation unit transmits the predicted vehicle mass transition to the travelable distance calculation unit 109.

  The storage battery information acquisition unit 108 acquires storage battery information from the storage battery. The storage battery information is storage battery remaining capacity, charging rate, and storage battery voltage. The storage battery information acquisition part 108 should just be able to acquire the information equivalent to a storage battery remaining amount, and the form is not ask | required. The storage battery information acquisition unit 108 transmits the storage battery information to the travelable distance calculation unit 109.

  The travelable distance calculation unit 109 acquires the travel schedule from the travel schedule acquisition unit 103, the predicted vehicle mass transition from the vehicle mass transition estimation unit 107, and the storage battery information from the storage battery information acquisition unit 108. The travelable distance calculation unit 109 calculates the predicted travelable distance using the predicted power consumption and storage battery information that the train consumes in the future travel calculated from the travel schedule and the predicted vehicle mass transition. The travelable distance calculation unit 109 transmits the predicted travelable distance to the display device 110.

  The display device 110 displays the distance or station that the train can travel on the display device using the predicted travelable distance.

  The crew can take the following actions based on the travelable distance or the station displayed on the display 110. For example, when charging is possible and the travelable station is an electrified section, the crew can take an action of stopping charging in order to prevent useless charging and extend the life of the storage battery. For example, when a transportable station is switched to an electrified / non-electrified switching station when a transport failure is suppressed, there is a possibility that the vehicle cannot travel to the electrified section and is stuck in the non-electrified section. In this case, the crew can take actions such as reducing the output of the air conditioner, stopping the air conditioner, or requesting the cancellation of the suppression in the operation command.

(1-2) Details of Vehicle Mass Transition Estimation Processing FIG. 2 shows the flow of processing in the vehicle mass transition estimation unit 107 in FIG. By executing the processing of steps 201 to 209 described below, the future vehicle mass transition of the train is estimated.

  As shown in FIG. 2, first, the vehicle mass transition estimation unit 107 acquires the current condition of the train from the current condition acquisition unit 102 (S201). And the vehicle mass transition estimation part 107 acquires the driving schedule of the said train from the driving schedule acquisition part 103 (S202).

  Subsequently, the vehicle mass transition estimation unit 107 acquires other vehicle mass transition information from the other vehicle information acquisition unit 104 (S203), acquires ground information from the ground information acquisition unit 105 (S204), and from the recording unit 106. Past vehicle mass transition information is acquired (S205).

  Then, the vehicle mass transition estimation unit 107 compares future vehicle mass transition data (other vehicle mass transition or past vehicle mass transition or ground information) of the train with the current condition (S206). Specifically, the vehicle mass transition estimation unit 107 is configured so that the date and time, weather, presence / absence of timetable disruption, alongside event information, transfer connection information, air conditioning set temperature, and the like match the current conditions or are set in advance. To determine whether it is within the specified range.

  In step S206, the vehicle mass transition estimation unit 107 verifies the coincidence between the future vehicle mass transition data of the train and the data of the current condition, and executes the process of step 207 if it is determined that they match. To do. On the other hand, if it is determined that there is no matching data, the process of step 208 is executed.

  In addition, when there is no vehicle mass transition data in which the data is consistent in all the routes planned to travel, the route may be divided into short sections, and it may be determined whether there is matching data for each section. For example, the vehicle mass transition of other vehicles may be adopted from station A to station D, and the past vehicle mass transition may be adopted from station D to the terminal station. The range of coincidence can be arbitrarily changed and may be defined in advance or may be set by the crew through the display 110.

  In addition, when there are a plurality of vehicle mass transition data that match the current conditions, priority may be set for the vehicle mass transition data to be adopted. For example, the other vehicle mass transition is preferentially adopted, and when there is no data matching the other vehicle mass transition, the past vehicle mass transition is verified. The priority order can be arbitrarily changed, and may be set in advance, or may be set by the crew member via the display device 110.

  In step S207, the vehicle mass transition estimation unit 107 corrects future vehicle mass transition data (other vehicle mass transition or past vehicle mass transition or ground information) of the train under the current conditions, and calculates a predicted vehicle mass transition. .

  In step S206, when it is determined that there is no data used for estimation of future vehicle mass transition of the train, the vehicle mass transition estimation unit 107 transmits the predicted vehicle mass transition to be transmitted to the travelable distance calculation unit 109. Since it cannot be calculated, it is displayed on the display 110 that the travelable distance cannot be calculated (S208), and the process is terminated.

  Then, the vehicle mass transition estimation unit 107 transmits the predicted vehicle mass transition calculated in step 207 to the travelable distance calculation unit.

  Next, a specific example of the correction method under the current conditions performed in step 207 will be described with reference to FIG. In FIG. 3, a case will be described in which the adopted vehicle mass transition and the current conditions are different in terms of vehicle mass, the presence / absence of an event, the presence / absence of a transfer train, and the presence / absence of a diamond disturbance. Note that other difference factors can also be corrected, and FIG. 3 does not limit the correction factors for the vehicle mass transition in the present invention.

  For example, it is assumed that the train currently stops at A station and is scheduled to travel to H station. Assume that a broken line 301 is adopted as vehicle mass transition data (hereinafter referred to as initial vehicle mass transition) close to the current conditions. First, the vehicle mass when the data of the broken line 301 is acquired is compared with the vehicle mass under the current conditions.

  FIG. 3 shows an example in which the vehicle mass of the initial vehicle mass transition is A and the vehicle mass of the current condition is B. In this case, the broken line 301 is corrected according to the vehicle mass ratio (B / A) 302, and a one-dot chain line 303 is defined as the corrected vehicle mass transition.

  Next, the roadside event information of the initial vehicle mass transition and the roadside event information of the current conditions are compared. FIG. 3 shows an example in which an event is not performed at station C in the initial vehicle mass transition, but an event is performed at station C under the current conditions. Since the flow of passengers changes suddenly during the event, correction is required. The number of passengers expected at the time of the event is set in advance, and the vehicle mass change amount corresponding to the set number of passengers is defined. The number of passengers expected at the time of event implementation may be obtained by using a human flow simulation, or the actual number of passengers at the time of the event implementation may be used. When the event is executed, the one-dot chain line 303 is corrected with the defined vehicle mass change amount 304, and the two-dot chain line 305 is defined as a new corrected vehicle mass transition.

  Next, transfer connection information of initial vehicle mass transition is compared with transfer connection information of current conditions or ground information. FIG. 3 shows an example in which there is no transfer connection train at E station in the initial vehicle mass transition, but there is a transfer connection train at E station in the current conditions or ground information. When there is a transfer connecting train, the flow of passengers changes, so correction is necessary. The flow of passengers when there is a transfer connection train is analyzed using a human flow simulation, the number of passengers on the train is set, and the amount of vehicle mass change corresponding to the set number of passengers is defined.

  In addition, since the flow of passengers when there is a transfer connecting train greatly varies depending on the time zone, it is desirable to set the vehicle mass change amount according to the time zone. In addition, the flow of passengers when there is a transfer connection train may be set based on information other than human flow simulation. For example, real-time data such as an IC card can be used, or a sensor such as a camera installed at the home can be used. It may be used to grasp the flow of passengers. When there is a transfer connection train, the two-dot chain line 305 is corrected by the specified vehicle mass change amount 306, and a dotted line 307 is defined as a new corrected vehicle mass transition.

  Next, the presence / absence of diamond disturbance in the initial vehicle mass transition and the presence / absence of diamond disturbance in the current condition or ground information are compared. FIG. 3 shows an example in which there is no diamond disturbance at G station in the initial vehicle mass transition, but there is a diamond disturbance at G station in the current conditions or ground information. Below, the case where the suppression instruction | indication is given to the preceding train of the said train is demonstrated as an example of a diamond disorder. Here, deterrence means not to leave the station even after the departure time based on a predetermined schedule, so that the station does not stop outside the station when the interval with the preceding train is clogged due to schedule disruption, etc. It maintains the distance from the train appropriately. When the station stop time is changed from the timetable due to a restraining instruction or the like due to such timetable disturbance, the number of passengers changes, and thus the vehicle condition needs to be corrected.

  The change in the number of passengers at the time of diamond disturbance is analyzed using a human flow simulation, etc., the change in the number of passengers on the train is set in advance, and the vehicle mass change amount corresponding to the specified change in the number of passengers is defined. deep. Since the change in the number of passengers at the time of the occurrence of a diamond disturbance varies greatly depending on the time when the station stops, it is desirable to set the amount of change in vehicle mass according to the time when the station stops. In addition, the change in the number of passengers at the time of diamond disruption may be set based on information other than human flow simulation. For example, using real-time data such as an IC card or using a sensor such as a camera installed at the home It is also possible to grasp changes in the number of passengers.

  In general, when the preceding train receives a deterrence instruction, passengers who originally get on the following train get on the preceding train, so the number of passengers on the following train decreases. When the diamond disturbance occurs, the dotted line 307 is corrected with the specified vehicle mass change amount 308, and the solid line 309 is defined as a new corrected vehicle mass transition.

  As described above, the difference between the initial vehicle mass transition, the current condition, and the ground information is verified, and the corrected vehicle mass transition 309 corrected for all items having the difference is adopted as the predicted vehicle mass transition. In addition, although the example which implements all the correction | amendments in A station which is a start station was demonstrated in FIG. 3, the timing of correction | amendment is not limited to a start station. Rather, it is desirable to carry out promptly when the current conditions and ground information are updated in order to improve the calculation accuracy of the travelable distance.

(1-3) Details of the travelable distance calculation process.
FIG. 4 shows the flow of processing in the travelable distance calculation unit 109 in FIG. The travelable distance of the train is calculated by executing the processes of steps 401 to 406 described below.

  As shown in FIG. 4, first, the travelable distance calculation unit 109 acquires the travel schedule of the train from the travel schedule acquisition unit 103 (S401).

  Then, the travelable distance calculation unit 109 acquires the storage battery information from the storage battery information acquisition unit 108 (S402).

  Then, the travelable distance calculation unit 109 acquires the predicted vehicle mass transition of the train from the vehicle mass transition estimation unit 107 (S403).

  Then, the travelable distance calculation unit 109 calculates the power consumption required for the travel schedule of the train (S404). Specifically, the travelable distance calculation unit 109 calculates the power consumption by solving the equation of motion using the travel pattern, the terrain condition, and the predicted vehicle mass transition included in the travel schedule. In addition to the method of using the equation of motion, a method of calculating the power consumption for each traveling pattern in advance and correcting it with the vehicle mass of the predicted vehicle mass transition may be used. This method has an advantage that the amount of power consumption can be calculated only by reading and multiplying data, and the amount of calculation is small compared to the method using the equation of motion.

  In addition, it is desirable to calculate the power consumption by dividing each station. The power consumption of auxiliary equipment such as an air conditioner is calculated from the power consumption per unit time defined in advance and the travel time scheduled for travel. In general, since the power consumption of air conditioning varies depending on the air conditioning set temperature and the number of passengers, it is desirable to correct the power consumption per unit time with the current condition air conditioning set temperature and the predicted vehicle mass transition.

  Then, the travelable distance calculation unit 109 calculates a travelable distance or a travelable station from the power consumption for each station calculated in step S404 and the remaining battery capacity of the storage battery information (S405). Specifically, the travelable distance calculation unit 109 subtracts the power consumption for each station from the remaining capacity of the storage battery, and can travel to the station immediately before the remaining capacity of the storage battery falls below a specified value. In general, the remaining capacity of the storage battery is not used up from the viewpoint of life, and is used only up to a certain remaining capacity.

  Then, the travelable distance calculation unit 109 transmits the travelable distance or the travelable station calculated in step S405 to the display device 110.

(1-4) Effects of the present embodiment As described above, according to the present embodiment, the vehicle condition of the overhead line-less traffic system in the section where the traveling is planned is changed to past information and other information close to the current condition. Estimated from the information of the vehicle. For this reason, in an overhead line-less traffic system in which vehicle conditions greatly change, it is possible to accurately calculate the distance that can be traveled with the current remaining battery capacity. In addition, by presenting the travelable distance to the crew through the display device 110, it is possible to assist the crew in driving the train.

(2) Second Embodiment Next, a second embodiment of the present invention will be described. In the first embodiment, the vehicle mass transition estimation unit 107 automatically selects the vehicle mass transition that is a reference for calculating the predicted vehicle mass transition. However, in the present embodiment, the vehicle mass transition is manually selected. Can be selected. Specifically, the other vehicle vehicle mass transition, the past vehicle mass transition and the ground information are displayed on the display 110, and the vehicle mass transition adopted by the crew is selected. Moreover, the correction item with respect to vehicle mass transition may be displayed on the display 110, and a crew member may be able to implement arbitrary correction items in arbitrary sections.

  According to the second embodiment, since any correction can be made for any vehicle mass transition at the discretion of the crew member, there is a disturbance condition that does not belong to any of the other vehicle mass transition, the past vehicle mass transition, and the ground information. Even if it occurs, the travelable distance can be accurately calculated.

(3) Third Embodiment Next, a third embodiment of the present invention will be described. In the first embodiment, the vehicle mass transition estimation unit 107 automatically selects the vehicle mass transition that is a reference for calculating the predicted vehicle mass transition. However, in the present embodiment, the selection of the vehicle mass transition is performed. The use of the result can be determined by the crew. Specifically, the selection result of the automatically selected vehicle mass transition may be displayed on the display unit, and the selected vehicle mass transition may not be used if the selection result is not satisfactory. Further, when there is a partial dissatisfaction, the crew may be able to freely correct the vehicle mass transition by inputting the correction item and the correction section.

  According to the present embodiment, even if the vehicle mass transition estimation unit 107 fails to select the vehicle mass transition, it is possible to prevent a calculation error of the travelable distance by rechecking the crew. In addition, the experience and intuition of the crew can be reflected in the predicted vehicle mass transition.

(4) Other Embodiments The present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above-described embodiment has been described in detail for easy understanding of the present invention, and is not necessarily limited to one having all the configurations described. A part of the configuration of an embodiment can be replaced with the configuration of another example, and the configuration of another embodiment can be added to the configuration of an embodiment. In addition, it is possible to add, delete, or replace another configuration with respect to a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 101 Driving assistance apparatus 102 Current condition acquisition part 103 Travel plan acquisition part 104 Other vehicle information acquisition part 105 Ground information acquisition part 106 Recording part 107 Vehicle mass transition estimation part 108 Storage battery information acquisition part 109 Travelable distance calculation part 110 Indicator

Claims (14)

A driving support device that supports driving of a vehicle that travels with electric power of a power storage device,
Based on the past or current surrounding environment information of the vehicle, a vehicle mass transition estimation unit that predicts a transition of vehicle mass in a predetermined section;
A travelable distance calculation unit that calculates power consumption necessary for travel from the predicted vehicle mass, and calculates a travelable distance according to the remaining amount of the power storage device;
A driving support device comprising: The vehicle mass transition estimation unit uses past passenger number data as past ambient environment information of the vehicle,
The driving support apparatus according to claim 1, wherein The driving according to claim 1, wherein the vehicle mass transition estimation unit uses input / output recording data of a user's IC card as past or present surrounding environment information of the vehicle. Support device. The driving according to any one of claims 1 to 3, wherein the vehicle mass transition estimation unit uses event schedule data along a line along which the vehicle travels as current surrounding environment information of the vehicle. Support device. The driving assistance apparatus according to any one of claims 1 to 4, wherein the vehicle mass transition estimation unit uses current vehicle mass data as current surrounding environment information of the vehicle. The vehicle mass transition estimation unit uses image data of a camera installed at a station where the vehicle travels as current or past ambient environment information of the vehicle. The driving support device according to 1. The driving support device according to any one of claims 1 to 6, wherein the vehicle mass transition estimation unit uses vehicle mass transition data of a plurality of trains as current or past surrounding environment information of the vehicle. . The driving assistance according to any one of claims 1 to 7, wherein the vehicle mass transition estimation unit uses vehicle mass transition data corresponding to a time zone as current or past surrounding environment information of the vehicle. apparatus. The driving support apparatus according to any one of claims 1 to 8, wherein the vehicle mass transition estimation unit uses train division and consolidation schedule data as current or past surrounding environment information of the vehicle. The power consumption calculation unit
The driving assistance device according to any one of claims 1 to 9, wherein the power consumption of air conditioning of the vehicle is corrected based on air conditioning set temperature and vehicle mass transition data. The vehicle mass transition estimation unit selects vehicle mass transition data of the vehicle condition closest to the current vehicle condition, and predicts the transition of the vehicle mass in a predetermined section. The driving assistance device according to claim 1. The vehicle mass transition estimation unit
The driving support device according to any one of claims 1 to 11, wherein a crew member selects vehicle mass transition data for calculating the power consumption amount necessary for traveling. The vehicle mass transition estimation unit
The crew member selects whether the vehicle mass transition data predicted by the vehicle mass transition estimator can be used to calculate a travelable distance according to the remaining amount of the power storage device. The driving support device according to any one of the above. A driving support method in a driving support device that supports driving of a vehicle traveling with electric power of a power storage device,
A vehicle mass transition estimating unit acquiring past or current surrounding environment information of the vehicle;
A vehicle mass transition estimation unit predicting a transition of vehicle mass in a predetermined section based on the acquired past or current surrounding environment information of the vehicle;
A travelable distance calculation unit calculating a power consumption amount required for travel from the predicted vehicle mass;
A travelable distance calculating unit calculating a travelable distance according to a remaining amount of the power storage device;
A driving support method comprising:

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