JP2017009460A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To acquire an appropriate consumption rate (fuel consumption, electricity consumption) that suits the traveling state or the driver of a vehicle.SOLUTION: A storage unit 2 is provided in which the travel distance per unit fuel amount or the travel distance per unit electric power amount of a vehicle 10 calculated for each average vehicle speed is stored as a first consumption rate Em. A consumption rate arithmetic unit 3 is provided that calculates a travel distance per unit fuel amount or a travel distance per unit electric power amount within a prescribed lapsed time Ta for each lapsed time Ta as a second consumption rate Ea. Furthermore, a learning unit 4 is provided that exercises a learning by which the second consumption rate Ea calculated by the consumption rate arithmetic unit 3 is reflected in a first consumption rate Em that corresponds to an average vehicle speed Va within the lapsed time Ta.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a control device that learns and calculates fuel consumption (fuel consumption rate) and power consumption (power consumption rate) of a vehicle.

  2. Description of the Related Art Conventionally, a technique is known in which a cruising distance is calculated and estimated using the fuel consumption of a vehicle and the remaining amount of fuel, and is displayed to notify the driver of the distance that can be traveled by the remaining fuel. . For example, the fuel consumption for the short time just before the present time is calculated, and the display content of the cruising distance is changed only when the cruising distance calculated from this mileage and the remaining amount of fuel increases or decreases twice in a row. Techniques to do this have been proposed. In addition, the fuel consumption and travel distance are acquired at predetermined intervals to identify the fuel efficiency, and by using the specified best value and worst value of the fuel efficiency, the cruising range can be reduced from the shortest to the longest range. A display technique has also been proposed (see Patent Documents 1 and 2).

JP 7-43185 A Japanese Patent Laying-Open No. 2015-10867

  By the way, the fuel consumption of the vehicle varies depending on the driving situation such as the vehicle speed range and the frequency of acceleration / deceleration. Further, if the driver is different, the fuel consumption changes even if the driving situation is the same (for example, the same vehicle speed range). Therefore, in order to obtain the cruising range with high accuracy, it is desired to calculate and estimate an appropriate fuel consumption in consideration of the traveling state of the vehicle and the manner of driving the driver (how the vehicle is driven). In addition, the electricity consumption in an electric vehicle or a hybrid vehicle is the same as the fuel consumption, and it is desirable to calculate and estimate an appropriate value in consideration of the traveling state of the vehicle and the manner of driving of the driver.

  This case has been devised in view of such problems so that it is possible to acquire appropriate fuel consumption and power consumption (hereinafter referred to as “consumption rates”) suitable for the driving situation of the vehicle and the driver. Another object is to provide a vehicle control device. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

  (1) A vehicle control device disclosed herein includes a storage unit that stores, as a first consumption rate, a travel distance per unit fuel amount or a travel distance per unit power amount of a vehicle calculated for each average vehicle speed range; Calculated by the consumption rate calculation unit that calculates the travel distance per unit fuel amount or the travel distance per unit power amount as the second consumption rate for each elapsed time, and the consumption rate calculation unit A learning unit that performs learning to reflect the second consumption rate on the first consumption rate corresponding to the average vehicle speed within the elapsed time. The first consumption rate includes “fuel consumption” representing a travel distance per unit fuel amount and “electricity cost” representing a travel distance per unit power amount.

(2) It is preferable that the said consumption rate calculating part sets the said elapsed time short, so that the vehicle speed at the time of starting the count of the said elapsed time is low.
(3) It is preferable that the learning unit reflects the second consumption rate at a preset ratio with respect to the first consumption rate.
(4) The control device calculates a cruising distance based on the first consumption rate corresponding to the average vehicle speed within a predetermined time and the remaining fuel amount or the remaining electric power, and the calculated cruising distance is calculated. It is preferable to provide the 1st control part displayed on the display part in a vehicle interior.

  (5) The control device includes map data including road information, a navigation system for detecting the current position of the vehicle, a destination input to the navigation system, and the detected current position. It is preferable to provide a second control unit that approximates the price of fuel or electric power required to the destination and displays the price on a display unit in the passenger compartment. In this case, the second control unit estimates the vehicle speed range of the vehicle in the path from the current position to the destination, and uses the first consumption rate corresponding to the estimated vehicle speed range to pay the price. It is preferable to estimate.

  (6) Further, the present control device incorporates map data including road information, detects a current position of the vehicle, a destination input to the navigation system, and the detected current position And a third control unit that predicts whether or not the destination can be reached with the remaining amount of fuel or the remaining amount of electric power. In this case, the third control unit estimates the vehicle speed range of the vehicle in the journey from the current position to the destination, and performs the prediction using the first consumption rate corresponding to the estimated vehicle speed range. If it is predicted that the shortage will occur, it is preferable to notify that fact.

  In the disclosed vehicle control apparatus, a travel distance per unit fuel amount (fuel consumption) or a travel distance per unit power amount (electricity cost) within a predetermined elapsed time is calculated as a second consumption rate for each elapsed time, Learning to reflect this second consumption rate on the first consumption rate corresponding to the average vehicle speed within the elapsed time is performed. For this reason, the suitable 1st consumption rate suitable for a driving | running | working condition and a driver can be acquired.

It is a block diagram which shows the vehicle provided with the control apparatus of embodiment. (A), (b) is the graph which illustrated the relationship between an average vehicle speed area and memory fuel consumption. It is an example map for acquiring the elapsed time with respect to a vehicle speed. It is a flowchart which illustrates the fuel consumption learning calculation procedure. It is a flowchart which illustrates the calculation procedure of the cruising range. It is a flowchart which illustrates the rough procedure of the fuel cost to the destination. It is a flowchart which illustrates the procedure which notifies the reachability to the destination by fuel remaining amount.

  A vehicle control apparatus as an embodiment will be described with reference to the drawings. The embodiment described below is merely an example, and there is no intention of excluding various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. Device configuration]
As shown in FIG. 1, the control device 1 of this embodiment is applied to a vehicle 10 that uses an engine 11 as a drive source. The vehicle 10 is provided with an engine ECU 12 that controls the engine 11, a navigation system 13, a vehicle speed sensor 14, a display device 15, and a sounding device 16.

  The engine ECU 12 is an electronic control unit (Electronic Control Unit) that is connected to the in-vehicle network and controls the operating state of the engine 11 and is formed as an electronic device in which a microprocessor such as a CPU and MPU, a ROM, and a RAM are integrated. The engine ECU 12 of the present embodiment has a function of managing the amount of fuel injected into the cylinder of the engine 11 (hereinafter referred to as fuel injection amount Fi), and transmits information on the fuel injection amount Fi to the control device 1.

The navigation system 13 detects the current position (vehicle position) of the vehicle 10 based on information from GPS satellites, and provides route guidance to the input destination. The navigation system 13 incorporates map data including detailed road information. The navigation system 13 transmits the detected position information, input destination information, road information, and the like to the control device 1.
The vehicle speed sensor 14 detects the vehicle speed V of the vehicle 10 and transmits it to the control device 1.

  The display device 15 (display unit) and the sound production device 16 are notification means controlled by the control device 1. The display device 15 is provided in the passenger compartment and displays the content notified to the driver. For example, the display device 15 is a display provided on the instrument panel or an operation screen of the navigation system 13. The sound generation device 16 notifies the driver by emitting a sound, and is, for example, a buzzer or a sound device.

  The control device 1 is an electronic control device that is connected to an in-vehicle network and integrally controls various devices mounted on the vehicle 10, and is formed as an electronic device in which a microprocessor such as a CPU and MPU, a ROM, and a RAM are integrated. . The engine ECU 12, the navigation system 13, and the vehicle speed sensor 14 are connected to the input side of the control device 1, and the display device 15 and the sound generation device 16 are connected to the output side of the control device 1.

[2. Control configuration]
The control device 1 according to the present embodiment performs a learning calculation that reflects a driver's driving habit (how to drive the vehicle 10) on the fuel consumption (first consumption rate) stored for each driving situation, and stores the calculation. The fuel consumption value (memory value) is updated. Hereinafter, the fuel efficiency stored in the control device 1 is referred to as “memory fuel efficiency Em”. In addition, the fuel consumption here means the travel distance [km / liter] per unit fuel amount. The control device 1 is set with an initial value of the stored fuel consumption Em (initial stored fuel consumption), and the initial value is overwritten and stored as a stored value in the first learning calculation. Then, the stored value is updated at every learning calculation.

  The control device 1 uses the average vehicle speed within a predetermined elapsed time Ta as the traveling state. This is because it is possible to estimate to some extent what the driving situation is based on the average vehicle speed in a predetermined time (for example, several minutes to several tens of minutes). For example, if the average vehicle speed is a low vehicle speed range of 30 [km / h] or less, it can be estimated that the driving situation is such that start, stop, acceleration, and deceleration are repeated in a residential area or a city area. In addition, if the average vehicle speed is a medium vehicle speed range of about 30 to 60 [km / h], it can be estimated that the vehicle is in a stable traveling state such that the vehicle travels on a main road or the like at a substantially constant vehicle speed. Furthermore, if the average vehicle speed is in a high vehicle speed range of about 60 to 90 [km / h], it can be estimated that the driving situation is such that acceleration / deceleration is repeated due to traffic jams on highways, etc., and the average vehicle speed is higher than this In the case of a higher high vehicle speed range, it can be estimated that the vehicle is in a stable traveling state such as traveling on a highway at a substantially constant vehicle speed. In this way, by using the average vehicle speed, it is possible to easily grasp what kind of running situation is.

  The control device 1 according to the present embodiment stores a memory mileage Em for each predetermined range of the average vehicle speed. Then, the driver learns how to drive every predetermined elapsed time Ta, and updates the memory fuel consumption Em. Furthermore, using the learned memory mileage Em, the cruising range D is calculated and the service is provided to the driver. As a service to be provided, the “Fuel Cost Notification Service” that approximates the amount of fuel required to reach the destination (hereinafter referred to as “fuel fee Pf”) and displays the amount (fuel fee Pf), and the rest For example, a “fuel excess / deficiency prediction service” that predicts whether or not a destination can be reached with fuel is used.

  Hereinafter, the learning calculation of the memory mileage Em is described in detail, and then the calculation method of the cruising range D and the contents of the service are described. The control device 1 is provided with a storage unit 2, a consumption rate calculation unit 3, and a learning unit 4 as functional elements for performing the learning calculation. Furthermore, a first control unit 5, a second control unit 6, and a third control unit 7 are provided as functional elements for calculating the cruising range D and providing a service. Each of these elements may be realized by an electronic circuit (hardware), may be programmed as software, or a part of these functions may be provided as hardware and the other part as software. Good.

  The storage unit 2 stores the relationship between the fuel efficiency (memory fuel efficiency Em) and the vehicle speed V. The storage unit 2 of the present embodiment stores the relationship between the stored fuel efficiency Em and the average vehicle speed range, that is, the stored fuel efficiency Em calculated for each average vehicle speed range (for each predetermined range of average vehicle speed). As the vehicle speed range (average vehicle speed range), for example, as described above, the average vehicle speed is divided into 30 to 40 [km / h], and the low vehicle speed region, medium vehicle speed region, and high vehicle speed region are sequentially arranged from the low vehicle speed side. It can be considered. Further, the vehicle speed region may be narrowed by dividing the average vehicle speed into 1 to 10 [km / h], and the relationship between the average vehicle speed and the memory fuel efficiency Em may be memorized more finely.

  2A and 2B, the average vehicle speed is divided into four ranges as described above, and the relationship between each average vehicle speed region and the stored fuel consumption Em is represented by a bar graph. These graphs exemplify that the memory fuel efficiency Em differs depending on the driving method of the driver even in the same average vehicle speed range. In the storage unit 2 of the present embodiment, as shown in FIGS. 2A and 2B, the relationship between the average vehicle speed and the stored fuel consumption Em is stored in a graph or mapped state.

  2 (a) and 2 (b), the average vehicle speed ranges from 0 to V1 (0 <V1), the average vehicle speed ranges from V1 to V2 (V1 <V2), the average vehicle speed ranges from V2. It is divided into four ranges: V3 (V2 <V3) high vehicle speed range, and the second high vehicle speed range where the average vehicle speed is higher than V3. The average vehicle speeds V1, V2, and V3 may be equally spaced (same vehicle speed width) as described above, for example, 30, 60, and 90, or different intervals (vehicle speed width) as 30, 70, and 90, for example. May be.

  The storage unit 2 stores initial values of memory mileages Em1, Em2, Em3, and Em4 for each average vehicle speed range. These initial values are stored as fuel consumption (reference values, catalog values) of the vehicle 10 for each average vehicle speed range, for example, by performing simulations and experiments assuming the above-described four traveling situations. Each initial value is stored as new stored fuel consumptions Em1 to Em4 when first learned by the learning unit 4. Then, each time learning is performed, the memory fuel consumptions Em1 to Em4 are updated (overwritten).

  The consumption rate calculation unit 3 calculates the fuel consumption within the elapsed time Ta as an average fuel consumption Ea (second consumption rate) for each elapsed time Ta. The average fuel efficiency Ea is the travel distance Dc per fuel consumption Fc within the elapsed time Ta. That is, the consumption rate calculation unit 3 calculates the average fuel consumption Ea at the elapsed time Ta from the fuel amount Fc consumed during the elapsed time Ta and the distance Dc traveled during the elapsed time Ta (Ea = Dc / Fc). The consumption rate calculation unit 3 calculates the average fuel consumption Ea every time the elapsed time Ta passes, and transmits the result to the learning unit 4.

  The fuel consumption amount Fc can be obtained by integrating the fuel injection amount Fi transmitted from the engine ECU 12 over the elapsed time Ta. Further, the travel distance Dc may be acquired from the navigation system 13, for example, or may be obtained by detecting the rotation speed of the tire and calculating from the rotation speed and the tire circumference.

  The elapsed time Ta is a calculation cycle of the average fuel consumption Ea, and is also a learning cycle (learning value update time) in the learning unit 4. The consumption rate calculation unit 3 of the present embodiment sets the elapsed time Ta to be shorter as the vehicle speed V at the time of starting counting the elapsed time Ta (for example, the current time) is lower, and the elapsed time as the vehicle speed V at that time is higher. Set Ta longer. As a result, the lower the vehicle speed, the higher the calculation frequency of the average fuel consumption Ea, so the number of samples of the average fuel consumption Ea increases and the learning frequency of the stored fuel consumption Em increases. This is because the lower the vehicle speed V, the shorter the time interval between repeated acceleration and deceleration (the more the vehicle speed changes), and the greater the possibility of large fluctuations in fuel consumption. This is to improve the accuracy of Em. The elapsed time Ta is counted when the previous elapsed time Ta has been counted. That is, the starting point of the elapsed time Ta is the time point when the previous elapsed time Ta is counted.

  FIG. 3 is a map showing the relationship between the vehicle speed V and the elapsed time Ta, and is preset in the control device 1. In the map of FIG. 3, a solid line graph in which a section where the elapsed time Ta increases with an increase in the vehicle speed V and a constant section are alternately provided, and a rate of change in which the elapsed time Ta is constant with respect to the increase in the vehicle speed V An example of a broken line graph that increases at In the solid line graph, an interval in which the elapsed time Ta is constant with respect to the vehicle speed V is provided so that the elapsed time Ta is not frequently changed in a vehicle speed range in which the vehicle speed is likely to change. The consumption rate calculation unit 3 obtains the elapsed time Ta by applying the vehicle speed V to the solid line graph or the broken line graph of the map, and sets the elapsed time Ta. Note that the graph shown in FIG. 3 is an example, and a map in which one graph obtained by combining these two graphs may be set. For example, a solid line relationship may be adopted in the low vehicle speed region, and a broken line relationship may be adopted in the high vehicle speed region to set as one graph. Further, a map may be provided in which the elapsed time Ta increases stepwise as the vehicle speed V increases.

  The learning unit 4 performs learning for reflecting the average fuel efficiency Ea most recently calculated by the consumption rate calculation unit 3 to the stored fuel efficiency Em corresponding to the average vehicle speed Va within the latest elapsed time Ta. That is, the learning unit 4 obtains an average value (average vehicle speed Va) of the vehicle speed V detected during the most recent elapsed time Ta, and the storage fuel consumption Em corresponding to the average vehicle speed Va is stored in the storage unit 2. Get from relationship. Then, the memory mileage Em is learned by reflecting the average fuel mileage Ea at the predetermined ratio R in the acquired memory mileage Em, and the learned memory mileage Em is newly stored in the storage unit 2 (the memory mileage Em is updated). .

The learning calculation performed by the learning unit 4 can be expressed by the following formula 1. Em ′ on the left side of Equation 1 is the learned memory mileage, and Em on the right side is the memory mileage acquired from the storage unit 2 (memory mileage corresponding to the average vehicle speed Va). The learning unit 4 stores the learned memory mileage Em ′ in the storage unit 2 as a new memory mileage Em.
Em ′ = Em × (1−R) + Ea × R Equation 1
For example, when the average vehicle speed Va at the elapsed time Ta is in the middle vehicle speed range (V1 <Va <V2), learning is performed to reflect the average fuel efficiency Ema in the memory fuel efficiency Em2 in the middle vehicle speed range, and this memory fuel efficiency Em2 is updated. The

  The average vehicle speed Va can be obtained by dividing the distance Dc traveled during the elapsed time Ta by the elapsed time Ta (Va = Dc / Ta). The ratio R is a value greater than 0 and less than 1 (0 <R <1). When the ratio R is larger than 0.5, the ratio of reflecting the average fuel efficiency Ea to the memory fuel efficiency Em becomes large, so the latest driver's driving method is strongly reflected in the memory fuel efficiency Em. It becomes possible to memorize the fuel consumption (memory fuel consumption Em) suitable for the driver's driving method. On the other hand, when the ratio R is smaller than 0.5, the ratio of reflecting the average fuel efficiency Ea to the memory fuel efficiency Em becomes small, so the latest driving method of the driver is reflected weakly in the memory fuel efficiency Em. Thus, the value of the memory mileage Em learned so far is easily maintained.

  The ratio R may be a constant value set in advance, or may be a variable value that is set according to the driving history of the vehicle 10 (for example, the travel distance, travel time, change of driver, etc.). Also good. When the ratio R is set as a constant value, the value may be set in consideration of the strength with which the average fuel efficiency Ea is reflected in the stored fuel efficiency Em as described above. On the other hand, if the ratio R is set according to the driving history, the strength for reflecting the average fuel efficiency Ea on the memory fuel efficiency Em can be changed according to the actual situation of the vehicle 10, and the learning accuracy can be improved. For example, the total travel distance may be used as the driving history, and it may be determined that the longer the total travel distance is, the lower the fuel consumption is due to the performance deterioration of the vehicle 10, and the ratio R may be set to a large value. In this case, the fuel efficiency of the latest travel is more strongly reflected in the learning than the fuel efficiency of the past travel, and the learning corresponding to the performance deterioration of the vehicle 10 can be performed, so that the learning accuracy is improved.

  The first control unit 5 calculates the cruising distance D based on the stored fuel consumption Em corresponding to the average vehicle speed Vx within the predetermined time Tx and the fuel remaining amount Fr of the vehicle 10, and the cruising distance D is displayed on the display device. 15 is displayed. That is, the first control unit 5 obtains an average value (average vehicle speed Vx) of the vehicle speed V detected during the predetermined time Tx, and the storage fuel consumption Em corresponding to the average vehicle speed Vx is stored in the storage unit 2. Obtained from the relationship and set as fuel efficiency E for calculation. The fuel consumption E for calculation is a fuel consumption for calculating the cruising range D, and one of the four stored fuel consumptions Em1 to Em4 corresponding to the average vehicle speed Vx is set. The first control unit 5 calculates the cruising distance D by multiplying the set fuel consumption E for calculation by the fuel remaining amount Fr at that time (D = E × Fr), and displays the cruising distance D It is displayed on the device 15 to inform the driver how much he can drive.

  The average vehicle speed Vx can be obtained by dividing the distance Dx traveled during the predetermined time Tx by the predetermined time Tx (Vx = Dx / Tx). The remaining fuel amount Fr can be acquired, for example, by subtracting the total fuel consumption from the fuel amount immediately after refueling. Alternatively, a sensor that directly detects the amount of fuel in the fuel tank may be provided to acquire the remaining fuel amount Fr. The predetermined time Tx is a calculation cycle of the cruising distance D (cruising distance update time) and is set in advance. Note that a predetermined update distance Dy may be set instead of the predetermined time Tx, and the cruising distance D may be calculated every time the update distance Dy is traveled. In this case, the average vehicle speed Vx during the travel of the update distance Dy is obtained, and the stored fuel efficiency Em for the average vehicle speed Vx may be set as the calculation fuel efficiency E.

The second control unit 6 provides a “fuel cost notification service” to the driver. That is, the second control unit 6 estimates the fuel cost Pf to the destination in cooperation with the navigation system 13 and displays the result on the display device 15 to notify the driver of the approximate fuel cost Pf.
A method for estimating the fuel cost Pf to the destination will be described. First, the second control unit 6 requests the user (for example, a driver) to input the fuel cost Pfp (fuel unit price) per liter and the destination to the navigation system 13. For example, the navigation system 13 displays a screen for inputting the fuel cost Pfp and the destination.

  The second control unit 6 acquires the input information and the current position of the vehicle 10 from the navigation system 13 and estimates the vehicle speed range of the vehicle 10 in the journey from the current position to the destination. Then, the memory fuel consumption Em corresponding to the estimated vehicle speed range is acquired from the relationship stored in the storage unit 2, and the fuel cost Pf is estimated using the memory fuel efficiency Em and the input fuel cost Pfp per liter. To do.

  For example, the second control unit 6 divides the route from the current position to the destination into four sections: an urban area or a residential area, a main road, a highway where traffic congestion is expected, and a highway where traffic congestion is expected not to occur, It is estimated that each of the four vehicle speed regions is the low vehicle speed region, the medium vehicle speed region, the high vehicle speed region, and the second high vehicle speed region described above. Then, the distances of the respective sections are integrated, and the distances D1, D2, D3, D4 for each vehicle speed range are grasped. Further, the stored fuel consumptions Em1 to Em4 corresponding to these four vehicle speed ranges are acquired from the relationship stored in the storage unit 2.

Then, the total value of the values obtained by multiplying the corresponding stored fuel consumptions Em1 to Em4 and the distances D1 to D4 is calculated as the fuel amount expected to be consumed up to the destination (hereinafter, predicted fuel consumption amount Fpc). That is, the expected fuel consumption Fpc is expressed by the following formula 2.
Fpc = Em1 × D1 + Em2 × D2 + Em3 × D3 + Em4 × D4 ・ ・ ・ Equation 2
The second control unit 6 multiplies the estimated fuel consumption amount Fpc by the input fuel cost Pfp per liter, and thereby approximates the fuel cost Pf to the destination (Pf = Fpc × Pfp).

  The third control unit 7 provides a “fuel excess / deficiency prediction service” to the driver. That is, the third control unit 7 predicts whether or not the destination can be reached with the fuel remaining amount Fr in cooperation with the navigation system 13, and if it is predicted that the destination cannot be reached, the display device 15 and the sounding device 16 are turned on. Control to notify the driver to that effect.

  A method for determining whether or not the destination can be reached with the remaining fuel amount Fr will be described. First, the third control unit 7 requests a user (for example, a driver) to input a destination to the navigation system 13. For example, a screen for inputting a destination is displayed on the navigation system 13. The third control unit 7 acquires the input information and the current position of the vehicle 10 from the navigation system 13 and estimates the vehicle speed range of the vehicle 10 in the journey from the current position to the destination. Then, the stored fuel consumption Em corresponding to the estimated vehicle speed range is acquired from the relationship stored in the storage unit 2, and the above prediction is performed using the stored fuel consumption Em and the remaining fuel amount Fr.

  For example, the third control unit 7 predicts that the route from the current position to the destination is the same as the second control unit 6, such as an urban area or a residential area, a main road, a highway where congestion is expected, and no congestion. The vehicle is divided into four sections of the highway, and each of them is estimated to be the four vehicle speed regions of the low vehicle speed region, the medium vehicle speed region, the high vehicle speed region, and the second high vehicle speed region described above. Then, the distances of the respective sections are integrated, and the distances D1, D2, D3, D4 for each vehicle speed range are grasped. Further, the stored fuel consumptions Em1 to Em4 corresponding to these four vehicle speed ranges are acquired from the relationship stored in the storage unit 2.

  Then, the predicted fuel consumption amount Fpc is calculated using the above equation 2, and it is determined whether or not the predicted fuel consumption amount Fpc exceeds the remaining fuel amount Fr. If Fpc> Fr, it is predicted that the destination cannot be reached with the fuel remaining amount Fr (the fuel is insufficient), and that is notified. On the other hand, if Fpc ≦ Fr, it is predicted that the destination can be reached with the fuel remaining amount Fr (fuel is sufficient). In this case, notification to that effect may be given, or notification may not be given in particular, and the driver may not be bothered.

[3. flowchart]
FIG. 4 is a flowchart illustrating the learning calculation procedure of the memory mileage Em, and FIG. 5 is a flowchart illustrating the calculation procedure of the cruising range D. Each of FIGS. 6 and 7 is a flowchart illustrating a procedure for estimating the fuel cost Pf to the destination and a procedure for notifying whether or not the destination can be reached. These flows are repeatedly executed at a predetermined calculation cycle in the control device 1 when the vehicle 10 is in a travelable state. Note that this calculation cycle is sufficiently shorter than the elapsed time Ta.

  First, the learning calculation procedure will be described. As shown in FIG. 4, in the control device 1, information detected by the engine ECU 12 and various sensors is acquired (step A1), and if the timer 1 is not counting (step A2), the vehicle speed V at that time Elapsed time Ta is set based on (step A3). Then, the timer 1 starts counting (step A4), and this flow is returned. The timer 1 is a counter for measuring the elapsed time Ta.

  Since the timer 1 is counting in the next cycle (step A2), the values of the travel distance Dc and the fuel consumption Fc are integrated based on the information acquired in step A1 (step A5). Is added and the timer 1 is counted up (step A6). This flow is returned until the time (count value) after the timer 1 starts counting exceeds the elapsed time Ta (step A7). Thus, the travel distance Dc and the fuel consumption amount Fc during the elapsed time Ta are calculated.

  When the count value exceeds the elapsed time Ta (step A7), the average fuel consumption Ea is calculated from the travel distance Dc and the fuel consumption Fc (step A8), and the average vehicle speed Va is calculated from the travel distance Dc and the elapsed time Ta. Calculation is performed (step A9). Next, it is determined whether the average vehicle speed Va corresponds to one of the four predetermined regions (low vehicle speed region, medium vehicle speed region, high vehicle speed region, and second high vehicle speed region), and the memory fuel consumption Em1, Em2 in the corresponding predetermined region is determined. , Em3, and Em4 are acquired (steps A10 to A16).

  That is, if Va ≦ V1, the stored fuel efficiency Em1 in the low vehicle speed range is acquired (steps A10 and A13), and if V1 <Va ≦ V2, the stored fuel efficiency Em2 in the medium vehicle speed range is acquired (step A11, A14). If V2 <Va ≦ V3, the stored fuel efficiency Em3 in the high vehicle speed range is acquired (steps A12 and A15). If V3 <Va, the stored fuel efficiency Em4 in the second high vehicle speed range is acquired (step S12). A12, A16). Then, values obtained by reflecting the average fuel efficiency Ea calculated in step A8 in the ratio R to the acquired memory fuel efficiency Em1 to Em4 are stored (updated) as new memory fuel efficiency Em1 to Em4 (steps A17 to A20). . When learning in this cycle is completed, the accumulated travel distance Dc and fuel consumption amount Fc are both reset, the count value of timer 1 is reset and timer 1 is turned off (step A21), and this flow is returned. To do.

  Next, the procedure for calculating the cruising distance D will be described. As shown in FIG. 5, in the control device 1, information detected by various sensors is acquired (step B1), and if the timer 2 is not counting (step B2), the timer 2 starts counting ( Step B3), this flow is returned. The timer 2 is a counter for measuring the predetermined time Tx. Since timer 2 is counting in the next cycle (step B2), the value of travel distance Dx is integrated based on the information acquired in step B1 (step B4), and one calculation cycle is added to timer 2 to timer 2 Is counted up (step B5). This flow is returned until the time (count value) after the timer 2 starts counting exceeds a predetermined time Tx (step B6).

  When the count value exceeds the predetermined time Tx (step B6), the average vehicle speed Vx is calculated from the travel distance Dx and the predetermined time Tx (step B7). Next, it is determined whether the average vehicle speed Vx corresponds to any one of the four predetermined regions (low vehicle speed region, medium vehicle speed region, high vehicle speed region, and second high vehicle speed region), and memory fuel consumption Em1, Em2 in the corresponding predetermined region is determined. , Em3, Em4 are acquired and set as the calculation fuel efficiency E (steps B8 to B14).

  That is, if Vx ≦ V1, the memorized fuel efficiency Em1 in the low vehicle speed range is set as the fuel efficiency for calculation E (steps B8 and B11), and if V1 <Vx ≦ V2, the memorized fuel efficiency Em2 in the medium vehicle speed range is for calculation. The fuel consumption E is set (steps B9 and B12). If V2 <Vx ≦ V3, the stored fuel efficiency Em3 in the high vehicle speed range is set as the calculation fuel efficiency E (steps B10 and B13). If V3 <Vx, the stored fuel efficiency Em4 in the second high vehicle speed range is set. The fuel consumption E for calculation is set (steps B10 and B14). The mileage D for calculation is multiplied by the fuel remaining amount Fr to calculate the cruising distance D (step B15), and the value is displayed on the display device 15 (step B16). When the calculation in this cycle is completed, the accumulated travel distance Dx is reset, the count value of the timer 2 is reset, and the timer 2 is turned off (step B17), and this flow is returned.

  Next, a procedure for estimating the fuel cost Fp to the destination will be described. As shown in FIG. 6, in the control device 1, the fuel cost Pfp per liter input to the navigation system 13 and the destination are acquired, and the current position detected by the navigation system 13 is acquired ( Steps C1-C3). Next, the route from the current position to the destination is divided into the city area (low speed range), the main road (medium speed range), the highway where traffic congestion is expected (high speed range), and the highway expected to be free of traffic (No. 1) It is divided into four sections (two high vehicle speed ranges), and the distances of the sections are respectively integrated to grasp the distances D1, D2, D3, and D4 (step C4).

  Further, the stored fuel consumption Em1 to Em4 for each average vehicle speed stored in the storage unit 2 is acquired (step C5), and the predicted fuel consumption Fpc is calculated using the above equation 2 (step C6). Then, the estimated fuel consumption Fpc is multiplied by the fuel cost Pfp per liter acquired in Step C1, and the fuel cost Pf to the destination is obtained (Step C7) and displayed on the display device 15 (Step S7). C8).

  Finally, a procedure for predicting whether or not the destination can be reached with the current fuel remaining amount Fr will be described. As shown in FIG. 7, in the control device 1, the remaining fuel amount Fr is acquired, and the destination input to the navigation system 13 and the detected current position are acquired (steps S1 to S3). Next, as in step C4 of FIG. 6, the distance from the current position to the destination is divided into four sections, and the distances of the sections are integrated to grasp the distances D1, D2, D3, and D4 (step). S4).

  Further, the stored fuel consumptions Em1 to Em4 for each average vehicle speed stored in the storage unit 2 are acquired (step S5), and the predicted fuel consumption Fpc is calculated using the above equation 2 (step S6). Then, it is determined whether or not the predicted fuel consumption amount Fpc exceeds the remaining fuel amount Fr (step S7). If Fpc> Fr, there is a high possibility that the fuel will run out before reaching the destination, so that the fact that there is not enough fuel is notified (step S8). On the other hand, if Fpc ≦ Fr, it is determined that the destination can be reached without refueling, and notification that the fuel is sufficient or no special notification is made (step S9).

[4. effect]
(1) In the control device 1 described above, the relationship between the stored fuel consumption Em and the vehicle speed V is stored, and this stored fuel consumption Em is learned for each elapsed time Ta. That is, learning is performed in which the average fuel efficiency Ea within the elapsed time Ta is reflected in the stored fuel efficiency Em corresponding to the average vehicle speed Va within the elapsed time Ta. Therefore, according to the control device 1 described above, it is possible to acquire an appropriate memory fuel efficiency Em that matches the driving situation and the manner of driving of the driver. Thereby, the precision of the calculation (for example, calculation of cruising range D or calculation of fuel cost Pf) using the memory fuel consumption Em can be improved.

  (2) In the control device 1 described above, the elapsed time Ta is set to be shorter as the vehicle speed V at the start of counting the elapsed time Ta is lower. As a result, the lower the vehicle speed, the higher the calculation frequency of the average fuel consumption Ea, so the number of samples of the average fuel consumption Ea increases and the learning frequency of the stored fuel consumption Em increases. Since the acceleration / deceleration interval is expected to be shortened when the vehicle speed V is low, the accuracy of the memory mileage Em can be increased by increasing the learning frequency even at a low vehicle speed. Further, when the vehicle speed V is high, the calculation load can be reduced while maintaining the accuracy of the memory fuel consumption Em by reducing the number of samples of the average fuel consumption Ea (learning frequency is low).

  (3) In the control device 1 described above, since the relationship between the memory mileage Em and the average vehicle speed range is stored in the storage unit 2, the calculation accuracy and the memory capacity are balanced according to how the vehicle speed range is set. be able to. For example, by storing the average fuel efficiency Em by narrowing the vehicle speed range (for example, dividing the average vehicle speed by 1 to 10 [km / h]), the stored fuel efficiency Em becomes more suitable for the driving situation and the driver. Therefore, the accuracy of calculation using the average fuel efficiency Em can be increased. Conversely, by storing the average fuel efficiency Em by increasing the vehicle speed range (for example, dividing the average vehicle speed by 30-40 [km / h]), the number of memorized fuel efficiency Em is reduced. Memory capacity and calculation load can be reduced.

  (4) In the control device 1 described above, the average fuel efficiency Ea is reflected at a predetermined ratio R with respect to the memory fuel efficiency Em. Therefore, the driver's habits for each of the most recent driving situations are learned according to how the ratio R is set. It is possible to change the strength to be reflected in the. If the ratio R is a variable value set according to the driving history of the vehicle 10, the strength for reflecting the average fuel efficiency Ea on the stored fuel efficiency Em can be changed according to the actual situation of the vehicle 10. Therefore, the learning accuracy can be increased.

  (5) In the control device 1 described above, the cruising distance D is calculated from the stored fuel consumption Em and the remaining fuel amount Fr corresponding to the average vehicle speed Vx within the predetermined time Tx. This memorized fuel consumption Em is learned at every elapsed time Ta and reflects how the driver is driving for each of the most recent driving conditions. Therefore, the memorized fuel economy Em is used to calculate the cruising range D By doing so, the calculation accuracy can be increased.

  (6) Further, in the control device 1 described above, the “fuel cost notification service” and the “fuel excess / deficiency prediction service” are performed in cooperation with the navigation system 13. In these services, the fuel cost Pf is estimated and the reachability to the destination is predicted using the learned memory mileage Em, so that the estimation accuracy and the prediction accuracy can be improved. Moreover, usability can be improved by performing these services.

[5. Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment, the vehicle 10 using the engine 11 as a drive source has been illustrated. However, the learning calculation method described above can also be applied to an electric vehicle or a hybrid vehicle equipped with a drive motor. . That is, the storage unit 2 of the control device 1 stores a power consumption (first consumption rate) representing a travel distance per unit power amount as a storage power consumption, and the consumption rate calculation unit 3 consumes it within the elapsed time Ta. The travel distance per electric energy is calculated as the average power consumption (second consumption rate) for each elapsed time Ta. Then, the learning unit 4 performs learning to reflect the calculated average power consumption on the storage power consumption corresponding to the average vehicle speed Va within the elapsed time Ta. Even with such a configuration, the same effect as the above-described embodiment can be obtained.

  Further, in an electric vehicle or a hybrid vehicle, the cruising distance D can be calculated by multiplying the learned storage power cost by the remaining power. For example, in the case of calculating the cruising distance D in a hybrid vehicle, it is only necessary to multiply the stored fuel efficiency Em and the stored electricity cost by the fuel remaining amount Fr and the remaining power amount, respectively, and add two multiplied values. Moreover, by cooperating with the navigation system 13, it is possible to estimate whether or not the destination can be reached with a rough estimate of the electricity bill to the destination and the remaining power. In the case of a hybrid vehicle, appropriate learning is performed by switching the learning target between the memory fuel consumption Em and the memory power consumption according to the current driving mode (EV driving mode, series driving mode, parallel driving mode, etc.). Can be implemented.

In the above-described embodiment, the elapsed time Ta is described as being set according to the vehicle speed V. However, the elapsed time Ta may be set to a predetermined value set in advance. In this case, since it is not necessary to acquire the elapsed time Ta using a map as shown in FIG. 3, the control configuration can be simplified.
Further, the vehicle 10 may be provided with a button for resetting the learned memory mileage Em to an initial value, and the stored value may be reset (returned to the initial value) when the user operates the button.

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Memory | storage part 3 Consumption rate calculation part 4 Learning part 5 1st control part 6 2nd control part 7 3rd control part 10 Vehicle 13 Navigation system 15 Display apparatus (display part)
D Range
Ea Average fuel consumption within the elapsed time (second consumption rate)
Em, Em1, Em2, Em3, Em4 Memory fuel consumption (first consumption rate)
Fr Fuel level
Pf Fuel cost to destination (price)
R ratio
Ta elapsed time
Tx time
Va Average vehicle speed within the elapsed time
Vx Average vehicle speed within a given time

Claims (6)

A storage unit that stores, as a first consumption rate, a travel distance per unit fuel amount or a travel distance per unit power amount of the vehicle calculated for each average vehicle speed range;
A consumption rate calculation unit that calculates a travel distance per unit fuel amount or a travel distance per unit power amount within a predetermined elapsed time as a second consumption rate for each elapsed time;
A learning unit that performs learning to reflect the second consumption rate calculated by the consumption rate calculation unit on the first consumption rate corresponding to the average vehicle speed within the elapsed time. Vehicle control device. 2. The vehicle control device according to claim 1, wherein the consumption rate calculation unit sets the elapsed time to be shorter as the vehicle speed at the time of starting the counting of the elapsed time is lower. The vehicle control device according to claim 1, wherein the learning unit reflects the second consumption rate at a ratio set in advance with respect to the first consumption rate. A cruising distance is calculated based on the first consumption rate corresponding to the average vehicle speed within a predetermined time and the remaining fuel or electric power, and the calculated cruising distance is displayed on a display unit in the passenger compartment. The vehicle control device according to claim 1, further comprising a first control unit. A navigation system that incorporates map data including road information and detects the current position of the vehicle;
Based on the destination input to the navigation system and the detected current position, a price of fuel or electric power required to the destination is estimated, and the price is displayed on a display unit in a passenger compartment. Two control units,
The second control unit estimates a vehicle speed range of the vehicle on a journey from the current position to the destination, and approximates the price using the first consumption rate corresponding to the estimated vehicle speed range. The vehicle control device according to claim 1, wherein the vehicle control device is a vehicle. A navigation system that incorporates map data including road information and detects the current position of the vehicle;
A third control unit that predicts whether the destination can be reached with a remaining amount of fuel or a remaining amount of electric power based on the destination input to the navigation system and the detected current position;
The third control unit estimates the vehicle speed range of the vehicle in the journey from the current position to the destination, performs the prediction using the first consumption rate corresponding to the estimated vehicle speed range, and reaches The vehicle control device according to any one of claims 1 to 5, wherein when it is predicted to be impossible, the fact is notified.

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