JP2018137917A - Electric vehicle travel support device, server device, electric vehicle travel support system, electric vehicle travel support method, and program - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the energy loss of an electric vehicle by performing appropriate travel support according to the state of a congestion sign.SOLUTION: An electric vehicle travel support device 10 comprises: a three-dimensional acceleration sensor 14; a congestion sign information calculation section 24; a determination section 25; an amount-of-charge calculation section 26; a charge planning section 27; and a travel control section 29. The congestion sign information calculation section 24 calculates a congestion sign indicator based on a change in acceleration acquired by the three-dimensional acceleration sensor 14. The determination section 25 determines whether the congestion sign indicator indicates the initial state of a congestion sign or indicates the immediately preceding state of congestion. The amount-of-charge calculation section 26 calculates chargeable amounts by a first power generation mode and a second power generation mode of an electric vehicle 1 in the initial state of the congestion sign and the immediately preceding state of the congestion. The charge planning section 27 plans charge schedules in the initial state of the congestion sign and the immediately preceding state of the congestion. The travel control section 29 gives instructions for the execution of the travel support of the electric vehicle 1 according to the charge schedules.SELECTED DRAWING: Figure 1

Description

  The present invention relates to an electric vehicle travel support device, a server device, an electric vehicle travel support system, an electric vehicle travel support method, and a program.

2. Description of the Related Art Conventionally, there is known a vehicle control device that sets a battery charge amount high in accordance with a predicted value of a stop time during a traffic jam when the presence of a traffic jam is predicted on a travel road (see, for example, Patent Document 1). .
Conventionally, there has been known a control device that increases the amount of charge to a battery by setting a power generation voltage of a generator high during traveling between idle stops on a congested road (see, for example, Patent Document 2).

JP 2010-269712 A JP 2005-291158 A

  By the way, the control device according to the above-described prior art only increases the amount of charge of the battery in preparation for a traffic jam, and there is a possibility that the energy loss of the vehicle may increase in the traveling state before reaching the traffic jam. In connection with this, it is desired to perform appropriate driving support so as to reduce the energy loss of the vehicle in consideration of the driving state in the sign state of traffic jam.

  The present invention has been made in view of the above circumstances, and an electric vehicle travel support device, a server device, and an electric vehicle capable of reducing energy loss of the vehicle by performing appropriate travel support in accordance with a predictive state of congestion. It is an object to provide a driving support system, an electric vehicle driving support method, and a program.

In order to solve the above problems and achieve the object, the present invention employs the following aspects.
(1) An electric vehicle travel support device according to an aspect of the present invention includes a first power generation unit that generates power during acceleration (for example, the alternator 8 in the embodiment) and a second power generation unit that generates power during deceleration (for example, in the embodiment). Motor generator 5) and a charging unit (for example, battery 7 in the embodiment) that is charged by power generation of each of the first power generation unit and the second power generation unit (for example, in the embodiment) An electric vehicle travel support device that performs travel support of the electric vehicle 1), which is acquired by an acceleration acquisition unit (for example, the three-dimensional acceleration sensor 14 in the embodiment) that acquires acceleration of the electric vehicle and the acceleration acquisition unit. A traffic jam sign information acquisition unit (for example, the traffic jam sign information calculation unit 24 in the embodiment) that acquires traffic jam sign information based on the acceleration change, and the traffic jam sign information A determination unit (for example, determination unit 25 in the embodiment) for determining whether to indicate an initial state or a state immediately before a traffic jam, and the first power generation unit and the second based on the determination result of the determination unit A chargeable amount calculation unit (for example, a charge amount calculation unit 26 in the embodiment) that calculates a chargeable amount of the charging unit by each power generation of the power generation unit, and the first power generation unit based on the chargeable amount And a charging planning unit (for example, the charging planning unit 27 in the embodiment) that plans a charging schedule of the charging unit by each power generation of the second power generation unit, and execution of the driving support according to the charging schedule. An instruction unit for instructing (for example, the information presentation control unit 28 and the travel control unit 29 in the embodiment).

(2) In the electric vehicle travel support apparatus according to (1), the charging plan unit includes a case where the traffic jam sign information indicates an initial state of the traffic jam sign and deceleration control of the electric vehicle is not executed. The charging schedule may be planned with priority given to the power generation of the first power generation unit over the power generation of the second power generation unit.

(3) In the electric vehicle travel support device according to (1), the charging plan unit may perform the second power generation over the power generation of the first power generation unit when the traffic jam sign information indicates a state immediately before the traffic jam. The charging schedule may be planned with priority given to power generation by the power generation unit.

(4) The electric vehicle travel support device according to any one of (1) to (3) described above is an electric power consumption estimation unit that estimates the electric power consumption of the electric vehicle (for example, a charging plan unit in the embodiment). 27), and the charge planning unit may plan the charge schedule based on the chargeable amount and the power consumption amount.

(5) A server device according to an aspect of the present invention provides a server communication unit that receives the traffic jam sign information transmitted from the electric vehicle travel support device according to any one of (1) to (4). For example, it is determined whether the server communication device 42) in the embodiment and the plurality of traffic jam sign information acquired from the plurality of electric vehicle travel support devices indicate the initial state of the traffic jam sign or the state immediately before the traffic jam. A server determination unit (for example, a server determination unit 45 in the embodiment), and the server communication unit transmits information on a determination result of the server determination unit to the plurality of electric vehicle travel support devices.

(6) An electric vehicle travel support system according to an aspect of the present invention includes the electric vehicle travel support device according to any one of (1) to (4) above, and the server device according to (5) above. Is provided.

(7) The electric vehicle travel support method according to one aspect of the present invention includes a first power generation unit that generates power during acceleration (for example, the alternator 8 in the embodiment) and a second power generation unit that generates power during deceleration (for example, in the embodiment). Motor generator 5) and a charging unit (for example, battery 7 in the embodiment) that is charged by power generation of each of the first power generation unit and the second power generation unit (for example, in the embodiment) An electric vehicle driving support method executed by an electronic device (for example, the electric vehicle driving support device 10 in the embodiment) provided with an acceleration acquisition unit that acquires the acceleration of the electric vehicle with respect to the electric vehicle 1). A traffic jam sign information acquisition step (for example, step S06 in the embodiment) in which the electronic device acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit; A determination step (for example, step S08 in the embodiment) in which the electronic device determines whether the traffic jam sign information indicates an initial state of the traffic jam sign or a state immediately before the traffic jam; Based on the determination result of the determination step, a chargeable amount calculation step for calculating a chargeable amount of the charging unit by power generation of each of the first power generation unit and the second power generation unit (for example, step S09 in the embodiment, Step S11) and a charging planning step in which the electronic device plans a charging schedule of the charging unit by each power generation of the first power generation unit and the second power generation unit based on the chargeable amount (for example, implementation) Steps S10 and S12) in the form and an instruction step in which the electronic device instructs execution of driving support according to the charging schedule (for example, Including, a step S13) in the facilities form.

(8) In the electric vehicle travel support method according to (7), in the charging planning step, the electronic device performs the deceleration control of the electric vehicle while the traffic jam sign information indicates an initial state of the traffic jam sign. In the case where it is not executed, the charging schedule may be planned by giving priority to the power generation of the first power generation unit over the power generation of the second power generation unit.

(9) In the electric vehicle travel support method according to (7), the electronic device generates power from the first power generation unit when the traffic jam sign information indicates a state immediately before the traffic jam in the charging planning step. The charging schedule may be planned by giving priority to the power generation of the second power generation unit.

(10) The electric vehicle travel support method according to any one of (7) to (9), wherein the electronic device estimates a power consumption amount of the electric vehicle (for example, an embodiment). The electronic device may plan the charging schedule based on the chargeable amount and the power consumption amount in the charging planning step.

(11) A program according to an aspect of the present invention includes a first power generation unit that generates power during acceleration (for example, the alternator 8 in the embodiment) and a second power generation unit that generates power during deceleration (for example, the motor generator 5 in the embodiment). ) And a charging unit (for example, the battery 7 in the embodiment) that is charged by power generation of each of the first power generation unit and the second power generation unit (for example, the electric vehicle 1 in the embodiment). On the other hand, it is executed on a computer of an electronic device (for example, the electric vehicle travel support device 10 in the embodiment) including an acceleration acquisition unit (for example, the three-dimensional acceleration sensor 14 in the embodiment) that acquires the acceleration of the electric vehicle. A traffic jam sign information acquisition for acquiring, in the computer, traffic jam sign information based on the acceleration change acquired by the acceleration acquisition unit Step (for example, step S06 in the embodiment) and a determination step for determining whether the traffic jam sign information indicates an initial state of the traffic jam sign or a state immediately before the traffic jam (for example, step S08 in the embodiment) And a chargeable amount calculating step for calculating a chargeable amount of the charging unit by power generation of each of the first power generation unit and the second power generation unit based on the determination result of the determination step (for example, in the embodiment) Step S09, Step S11) and a charging planning step (for example, in the embodiment) of planning a charging schedule of the charging unit by each power generation of the first power generation unit and the second power generation unit based on the chargeable amount Step S10, step S12) and an instruction step (for example, the step in the embodiment) instructing execution of driving support according to the charging schedule. A-flops S13), to the execution.

(12) The program according to (11), wherein the traffic jam sign information indicates an initial state of the traffic jam sign and the deceleration control of the electric vehicle is not executed in the charging planning step. The charging schedule may be planned with priority given to the power generation of the first power generation unit over the power generation of the second power generation unit.

(13) The program according to (11) may be configured to cause the computer to perform the second generation rather than the power generation of the first power generation unit when the traffic jam sign information indicates a state immediately before the traffic jam in the charging planning step. The charging schedule may be planned with priority given to power generation by the power generation unit.

(14) The program according to any one of (11) to (13) may cause the computer to estimate a power consumption amount of the electric vehicle (for example, step S10 in the embodiment, Step S12 may also be executed, and the charging schedule may be planned based on the chargeable amount and the power consumption amount in the charging planning step.

  According to the above (1), (7), or (11), the charging schedule by the power generation of each of the first power generation unit and the second power generation unit is determined in accordance with the running state of the electric vehicle that is characteristic in a traffic jam sign state. Can be planned. Since the driving of the electric vehicle is supported according to the charging schedule in the initial state of traffic jam sign and the state just before traffic jam, a series of state transitions between the initial state of traffic jam sign, the state just before traffic jam, and the traffic jam state are repeated Even so, the energy loss of the electric vehicle can be reduced. For example, even if it is difficult to avoid traffic jams due to the flow of surrounding vehicles or traffic jams due to road attribute information, it is appropriate to improve the energy efficiency in the entire driving state including traffic jam warning status and traffic jam status. Driving assistance can be performed.

  Further, in the case of (2), (8), or (12) above, when the speed change is large and the work rate due to acceleration tends to increase as in the initial state of the traffic jam sign, the power generation of the second power generation unit Also, the charging efficiency can be improved by giving priority to the power generation of the first power generation unit.

  Furthermore, in the case of the above (3), (9), or (13), the first power generation is performed in the state where the speed reduction due to deceleration and the energy loss due to heat generation are large and the work rate tends to decrease as in the state immediately before the traffic jam. By prioritizing the power generation of the second power generation unit over the power generation of the unit, charging by deceleration regeneration can be performed efficiently.

  Furthermore, in the case of the above (4), (10), or (14), an appropriate charging schedule can be planned based on the chargeable amount and the power consumption amount so as to reduce the energy loss of the electric vehicle.

  Furthermore, in the case of the above (5), the state of the traffic jam sign can be accurately determined by using the traffic jam sign information of a plurality of vehicles.

  Furthermore, in the case of the above (6), it is possible to select a case where the electric vehicle travel support device operates alone and a case where the electric vehicle travel support device and the server device operate in cooperation with each other. Can be improved.

It is a block diagram which shows the structure of the electric vehicle travel assistance apparatus which concerns on embodiment of this invention. It is a block diagram which shows the structure of the driving force output device of the electric vehicle driving assistance device which concerns on embodiment of this invention. It is a figure which shows an example of the difference of the vector of the acceleration which concerns on embodiment of this invention. It is a figure which shows an example of the acceleration spectrum which concerns on embodiment of this invention. It is a figure which shows the example according to the embodiment of this invention of the fluctuation | variation according to the time of the acceleration and spectrum angle, and an average behavior. It is a figure which shows the example of the time-dependent change of the traffic congestion predictive index based on embodiment of this invention, the traffic congestion prediction state, and the traffic congestion state. It is a figure which shows the example of the time-dependent change of the work rate in the state of the traffic congestion sign which concerns on embodiment of this invention. It is a flowchart which shows the electric vehicle driving assistance method which concerns on embodiment of this invention. It is a block diagram which shows the structure of the electric vehicle driving assistance system which concerns on the modification of embodiment of this invention. It is a flowchart which shows the electric vehicle driving assistance method which concerns on the modification of embodiment of this invention. It is a flowchart which shows the network operation | movement shown in FIG.

  Hereinafter, an embodiment of an electric vehicle travel support device, a server device, an electric vehicle travel support system, an electric vehicle travel support method, and a program according to the present invention will be described with reference to the accompanying drawings.

The electric vehicle travel support device 10 according to the present embodiment includes, for example, a portable terminal carried by a passenger of the electric vehicle 1, an information device that is detachably mounted on the electric vehicle 1, or a navigation device that is previously mounted on the electric vehicle 1. Electronic devices, etc.
The electric vehicle 1 is, for example, an electric vehicle, a hybrid vehicle, or a fuel cell vehicle. As shown in FIG. 1, the electric vehicle 1 includes a driving force output device 2, a brake device 3, and a steering device 4.

The driving force output device 2 outputs a driving force (torque) for driving the electric vehicle 1 to driving wheels. As shown in FIG. 2, the driving force output device 2 includes at least a motor generator 5, a combination of, for example, an internal combustion engine and a transmission, and an ECU (Electronic Control Unit) that controls them. The ECU controls the travel driving force in accordance with information input from a travel control unit 29 described later or information input from the driving operator.
The motor generator 5 is connected to the battery 7 via, for example, an inverter 6. The inverter 6 controls power conversion between the motor generator 5 and the battery 7 in accordance with the power running operation and the power generation operation of the motor generator 5.
The driving force output device 2 includes an alternator 8 driven by, for example, an internal combustion engine. The alternator 8 is connected to the battery 7 via, for example, a converter 9. The converter 9 converts AC power output from the alternator 8 during power generation operation of the alternator 8 into DC power and supplies it to the battery 7.

  The brake device 3 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a brake ECU. The brake ECU controls the electric motor in accordance with information input from a travel control unit 29 described later or information input from the driving operator, and outputs brake torque corresponding to the braking operation to each wheel. The brake device 3 includes, for example, a mechanism that transmits a hydraulic pressure generated by an operation of a brake pedal of a driving operator to a cylinder through a master cylinder in addition to a hydraulic pressure generated by an electric motor. The brake device 3 is not limited to the configuration described above, and may control the actuator in accordance with information input from the travel control unit 29 to transmit the hydraulic pressure of the master cylinder to the cylinder.

  The steering device 4 includes, for example, a steering ECU and an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering ECU drives the electric motor and changes the direction of the steered wheels according to information input from the travel control unit 29 described later or information input from the driving operator.

  The electric vehicle travel support device 10 can perform two-way communication with an external device by wireless communication via a communication network such as an ad hoc mode or an infrastructure mode. The electric vehicle travel support device 10 performs two-way communication with the electric vehicle travel support device 10 of another vehicle, for example, by inter-terminal communication or inter-vehicle communication in an ad-hoc mode. The electric vehicle travel support device 10 performs bidirectional communication with an external device via a base station, for example, by infrastructure mode wireless communication.

  As shown in FIG. 1, the electric vehicle travel support device 10 includes a device communication device 11, a positioning signal receiver 12, a current position acquisition unit 13, a three-dimensional acceleration sensor 14, an input device 15, and a display device 16. A map data storage unit 17 and a device control unit 18.

  The device communication device 11 can communicate with an external device via various wireless communication network systems, and transmits and receives various signals. Note that the communication between the electric vehicle travel support device 10 and the external device is not limited to the communication mode described above, and other communication such as communication via a communication satellite may be employed.

The positioning signal receiver 12 is used in, for example, a positioning system (for example, Global Positioning System: GPS or Global Navigation Satellite System: GNSS) for measuring the position of the electric vehicle travel support apparatus 10 using an artificial satellite. Receive a positioning signal.
The current position acquisition unit 13 detects the current position of the electric vehicle travel support device 10 using the positioning signal received by the positioning signal receiver 12.

  The three-dimensional acceleration sensor 14 is a three-axis acceleration sensor having a so-called three-axis number of detection axes, and the acceleration generated in the electric vehicle travel support device 10 in a predetermined sampling cycle forms an orthogonal coordinate system in a three-dimensional space. It is detected as acceleration in the X-axis, Y-axis, and Z-axis directions.

The input device 15 includes, for example, a switch, a touch panel, a keyboard, a voice input device, and the like, and outputs signals corresponding to various input operations by the operator.
The display device 16 is, for example, various displays such as a liquid crystal display device, and displays various information output from the device control unit 18.

The map data storage unit 17 stores map data.
The map data includes, for example, road coordinate data indicating position coordinates on the road required for map matching processing based on information on the current position of the electric vehicle travel support device 10 and roads required for calculating the guidance route. Map data. The road map data includes, for example, data such as nodes, links, link costs, road structures, road shapes, road conditions, road types, landmarks such as surrounding buildings, construction regulation locations, traffic lights, and level crossings. . The node is a coordinate point composed of the latitude and longitude of a predetermined point on the road such as an intersection and a branch point. A link is a line that connects nodes, and is a road section that connects points. The link cost is information indicating the distance of the road section corresponding to the link or the time required for the movement of the road section.

The device control unit 18 controls various operations of the electric vehicle travel support device 10. The device control unit 18 is a software function unit that functions when a predetermined program is executed by a processor such as a CPU (Central Processing Unit). The software function unit is an ECU including a processor such as a CPU, a ROM (Read Only Memory) that stores a program, a RAM (Random Access Memory) that temporarily stores data, and an electronic circuit such as a timer. Note that at least a part of the device control unit 18 may be an integrated circuit such as an LSI (Large Scale Integration).
The device control unit 18 includes a speed calculation unit 20, an input data calculation unit 21, a frequency analysis unit 22, a single regression line calculation unit 23, a traffic jam sign information calculation unit 24, a determination unit 25, and a charge amount calculation unit. 26, a charging plan unit 27, an information presentation control unit 28, and a travel control unit 29.

  The speed calculation unit 20 calculates the speed V of the electric vehicle travel support device 10 using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14.

The input data calculation unit 21 calculates an acceleration vector (acceleration vector) A in a three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. Then, the norm u of the difference (acceleration vector difference) ΔA between two different timing vectors with a time interval such as the sampling period ΔT is calculated as input data to be input to the frequency analysis unit 22.
As illustrated in FIG. 3, the input data calculation unit 21, for example, includes an acceleration vector A (t) = (ax _t , ay _t , az _t ) at an appropriate time t, and a sampling period ΔT before this time t. Acceleration vector A (t−ΔT) = (ax _t−ΔT , ay _t−ΔT , az _t−ΔT ) at time t−ΔT at the time t−ΔT, the acceleration vector difference ΔA = A (t) −A (t−ΔT) Is calculated. Then, as shown in the following formula (1), a norm u _t of the acceleration vector difference ΔA is calculated.
Note that the buffer size of a buffer (not shown) that can store acceleration information in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14, that is, the number of samples of acceleration information is For example, an appropriate setting screen displayed on the display device 16 can be appropriately set by the operator.

The frequency analysis unit 22 performs frequency analysis on the input data calculated by the input data calculation unit 21 and calculates a power spectrum (acceleration spectrum) corresponding to the frequency.
For example, the frequency analysis unit 22 calculates the autocorrelation of the input data by using the number of input / output points of the input data with respect to the frequency analysis and the autocorrelation delay number. Then, an acceleration spectrum is calculated by performing a fast Fourier transform on the autocorrelation. The number of input / output points of input data for frequency analysis, the number of autocorrelation delays, and the selection of whether or not to subtract the average value from the autocorrelation input value are, for example, an appropriate setting screen displayed on the display device 16, etc. It can be set by the operator.
For example, the frequency analysis unit 22 calculates the acceleration spectrum for a predetermined period by performing autocorrelation calculation and fast Fourier transform on the input / output points of the input data calculated by the input data calculation unit 21 at the sampling period ΔT. .

The single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum calculated by the frequency analysis unit 22, and converts the inclination of the single regression line into information of an angle (spectrum angle) θ.
For example, in chaos theory, the influence of a power spectrum at a low frequency is larger than a high frequency on the prediction of a traffic jam. For this reason, as shown in FIG. 4, the single regression line calculation unit 23 performs the minimum two for the acceleration spectrum in the low frequency region below the predetermined frequency fb (for example, the frequency region above the lower limit frequency fa and below the predetermined frequency fb). A single regression line L is calculated by multiplication or the like. Then, the calculated inclination of the single regression line L (that is, the inclination with respect to the axial direction assuming that the axial direction of the frequency is zero) is converted into information of angle (spectral angle) θ.

For example, as the spectral angle θ increases in the minus direction (decrease direction of the acceleration spectrum) (that is, as the absolute value increases with a minus sign), the delay in the dynamic time response of acceleration and deceleration increases. However, the speed variation increases. As a result, it becomes difficult to limit the driving range in which the energy efficiency (e.g., fuel efficiency or power consumption) of the electric vehicle 1 is prioritized, and traffic congestion is likely to occur and the energy efficiency is lowered.
For example, when the absolute value of the spectral angle θ is small, this corresponds to a case where the shock wave (vibration, fluctuation) received from the preceding vehicle by the electric vehicle 1 moving together with the electric vehicle travel support device 10 is small, and the reaction delay with respect to the preceding vehicle is small. This corresponds to a case where it is easy to carry out synchronized driving that has a weak influence on the traffic flow, that is, there is little possibility of traffic jam.
Conversely, when the absolute value of the spectrum angle θ is large, this corresponds to a case where the electric vehicle 1 moving together with the electric vehicle travel support device 10 receives a large shock wave (vibration, fluctuation) from the preceding vehicle, and there is a reaction delay with respect to the preceding vehicle. This corresponds to a case where it is large and it is difficult to run in synchronization and is likely to affect traffic flow, that is, there is a high possibility of traffic jams. The shock wave (vibration, fluctuation) referred to here means that this operation (back and forth movement) is propagated to the rear vehicle as a kind of vibration by repeating the acceleration and deceleration operations.

Further, when the total power of acceleration and deceleration in a predetermined period increases, traffic congestion is likely to occur, and the energy efficiency (fuel consumption, power consumption, etc.) of the electric vehicle 1 decreases.
For example, in the case of shifting from the stopped state of the electric vehicle 1 to constant speed running by appropriate acceleration, such as the acceleration and the variation of the spectral angle θ and the average behavior in the period from the time ta to the time tb shown in FIG. The acceleration fluctuation is small. And even if the absolute value of the spectral angle θ temporarily increases, it immediately converges toward zero, so that the total power of acceleration and deceleration becomes a small value.
Further, for example, when the vehicle slowly decelerates due to constant speed running of the electric vehicle 1 or engine braking, such as the change in acceleration and spectral angle θ and the average behavior during the period from time ta to time tb shown in FIG. The acceleration fluctuation is small. Since the absolute value of the spectral angle θ is kept small, the total power for acceleration and deceleration becomes a small value. In this case, even if the absolute value of the spectral angle θ temporarily increases due to vibration or the like, it immediately converges toward zero, so the total power of acceleration and deceleration becomes a small value. For example, even if the absolute value of the spectral angle θ temporarily increases due to, for example, a detection error of the three-dimensional acceleration sensor 14, since it immediately converges toward zero, the total power for acceleration and deceleration becomes a small value. .
On the other hand, when the electric vehicle 1 is suddenly decelerated or decelerated immediately after acceleration, as in the case of acceleration and the variation of the spectral angle θ and the average behavior during the period from time tb to time tc shown in FIG. Fluctuation is large. The absolute value of the spectrum angle θ is a large value, and the time required for convergence toward zero becomes long, so the total power for acceleration and deceleration is a large value.

The traffic jam sign information calculation unit 24 calculates an average value of the speed V as a value related to the speed V calculated by the speed calculation unit 20. The traffic jam sign information calculation unit 24 calculates, for example, an arithmetic average μ (V) of the speed V in a predetermined time. The predetermined time is, for example, about several minutes to several tens of minutes.
The traffic jam sign information calculation unit 24 calculates a value related to the variation degree of the spectrum angle θ calculated by the single regression line calculation unit 23. The traffic jam sign information calculation unit 24 calculates, for example, the variance σ (θ) of the spectrum angle θ in a predetermined time. The predetermined time is, for example, about several minutes to several tens of minutes.
As shown in the following formula (2), the traffic jam sign information calculation unit 24 is the product of the arithmetic mean μ (V) of the velocity V and the variance σ (θ) of the spectrum angle θ (= μ (V) × σ ( θ)) is calculated as a traffic jam sign index I input to the determination unit 25.

The determination unit 25 indicates a traffic jam sign indicating a possibility that a traffic jam (traffic jam) will occur in the future or that a traffic jam has already occurred according to the traffic jam sign index I calculated by the traffic jam sign information calculation unit 24. Is detected. The degree of traffic jam sign indicating the magnitude of the traffic jam sign is large when the possibility of a traffic jam is high in the forward direction of the electric vehicle 1 moving together with the electric vehicle travel support device 10, and is small when the possibility is low.
The determination unit 25 determines whether or not the traffic jam sign index I satisfies a predetermined condition, thereby determining whether the energy efficiency (fuel consumption, power consumption, etc.) of the electric vehicle 1 is lowered and whether the traffic is likely to occur. Determine whether. For example, the determination unit 25 determines whether or not the traffic jam sign index I is greater than or equal to a predetermined value within a predetermined time. The determination unit 25 determines, for example, whether or not the traffic jam sign index I decreases by a predetermined rate or more within a predetermined time. For example, the determination unit 25 determines whether or not the traffic jam sign index I becomes a maximum within a predetermined time.
The predetermined value for the magnitude of the traffic jam sign index I and the data of the predetermined ratio for the rate of decrease of the traffic jam sign index I can be set by the operator on an appropriate setting screen displayed on the display device 16, for example. ing.

  For example, as shown in FIG. 6, the speed V increases in the initial state after the time t <b> 1 when the traffic jam sign is generated (initial sign) compared to the state before the time t <b> 1 when the traffic jam sign is not generated. Further, in the initial state of the traffic jam sign, the degree of variation in the spectrum angle θ increases as the variation in acceleration and deceleration fluctuations increases in comparison with a state in which no traffic jam sign has occurred. Whether the speed V increases and the variation degree of the spectrum angle θ due to the occurrence of a traffic jam sign varies depending on the influence of disturbances such as various driving environments of the electric vehicle 1 and driving characteristics of the driver of the electric vehicle 1. This is not a phenomenon. The increase in the velocity V and the increase in the variation degree of the spectrum angle θ in the early sign are phenomena that occur uniformly in the early sign and are essential features of the early sign. Therefore, the determination unit 25 is a state where a traffic jam sign is generated (a traffic jam sign state) in a state where the traffic jam sign index I is equal to or greater than the predetermined value Ia within a predetermined time, for example, during a period from time t1 to time t3. It is said.

  Further, in the period from time t1 to time t3, which is a traffic jam sign state, speed V decreases after time t2 which is a state immediately before traffic jam. Further, in the state immediately before the traffic jam, the degree of variation in the spectrum angle θ decreases as the variation in acceleration and deceleration fluctuations decreases. Whether or not the decrease in the speed V and the decrease in the degree of variation in the spectrum angle θ in the state immediately before the traffic jam occurs due to the influence of disturbances such as various driving environments of the electric vehicle 1 and the driving characteristics of the driver of the electric vehicle 1. This is not a phenomenon. The decrease in the speed V and the decrease in the degree of variation in the spectral angle θ in the state immediately before the traffic jam is a phenomenon that occurs uniformly in the state immediately before the traffic jam in the traffic jam sign state, and is an essential characteristic of the state just before the traffic jam. is there. Therefore, the determination unit 25 sets a state in which the traffic jam sign index I is decreased by a predetermined rate or more within a predetermined time, such as a period from time t2 to time t3, as a state immediately before the traffic jam in the traffic jam sign state.

  In the period from time t1 to time t3, which is a traffic jam sign state, the maximum of speed V occurs. Further, in the traffic jam sign state, the fluctuation degree of the spectrum angle θ is maximized as the fluctuation of the acceleration and deceleration fluctuations increases and then decreases. The occurrence or non-occurrence of the maximum of the speed V and the maximum degree of variation of the spectrum angle θ in the traffic congestion sign state varies depending on the influence of disturbances such as various driving environments of the electric vehicle 1 and the driving characteristics of the driver of the electric vehicle 1. It is not a phenomenon. The maximum of the velocity V and the maximum of the variation degree of the spectrum angle θ in the traffic jam sign state are phenomena that occur uniformly in the traffic jam sign state, and are essential characteristics of the traffic jam sign state. Accordingly, the determination unit 25 changes the state in which the traffic jam sign index I is maximized within a predetermined time, for example, during the period from time t1 to time t3, from the initial state of the traffic jam sign to the state immediately before the traffic jam in the traffic jam sign state. It is assumed that a transition occurs.

  In a period after time t3, which is after the traffic jam sign state, a traffic jam state occurs. In the traffic jam state, the traffic jam sign index I is lowered as the speed V is lowered and the variation degree of the spectrum angle θ is lowered. Therefore, the determination unit 25 is in a state in which traffic jam occurs in a state where the traffic jam sign index I is less than the predetermined value Ia within a predetermined time after the traffic jam sign state, for example, during a period from time t3 to time t4. (Congested).

The determination unit 25 determines whether or not the traffic jam sign index I is greater than or equal to a predetermined value Ia every predetermined time based on the time series data of the traffic jam sign index I sequentially calculated by the traffic jam sign information calculation unit 24. . The determination unit 25 determines that a traffic jam sign has been detected when the traffic jam sign index I is equal to or greater than the predetermined value Ia.
Furthermore, the determination unit 25 determines whether or not the traffic jam sign index I has decreased by a predetermined rate or more every predetermined time based on the time series data of the traffic jam sign index I. The determination unit 25 determines that the state immediately before the traffic jam in the traffic jam sign state is detected when the traffic jam sign index I decreases by a predetermined rate or more.
In addition, the determination unit 25 uses, for example, an n-order function with an arbitrary natural number n of 2 or more for the time series data of the traffic jam sign index I, and a curve function (y) having time (x) as a variable. Is applied to determine whether a local maximum exists. When the time-series data of the traffic jam sign index I is maximized, the determination unit 25 determines that a state in which a transition from the initial state of the traffic jam sign to the state immediately before the traffic jam has occurred in the traffic jam sign state is detected.
Further, the determination unit 25 determines whether or not the traffic jam sign index I is less than the predetermined value Ia every predetermined time after the traffic jam sign state based on the time series data of the traffic jam sign index I. The determination unit 25 determines that a traffic jam condition has been detected when the traffic jam sign index I is less than the predetermined value Ia.

  It should be noted that a characteristic phenomenon such as a predetermined condition satisfied by the traffic jam sign index I is not observed in the traffic jam sign state for the stop state of the electric vehicle 1 caused by a traffic signal or the like. Is done.

The charge amount calculation unit 26 predicts a chargeable amount for the battery 7 when the electric vehicle 1 generates power in each of the initial state of the traffic jam sign determined by the determination unit 25 and the state immediately before the traffic jam.
The charge amount calculation unit 26 sets the first power generation mode of the electric vehicle 1 to power generation during acceleration, for example, power generation by a power generation motor such as the alternator 8. The charge amount calculation unit 26 sets the second power generation mode of the electric vehicle 1 to power generation during deceleration, for example, deceleration regeneration by a driving motor such as the motor generator 5. The charge amount calculation unit 26 performs the first power generation mode and the second power generation mode of the electric vehicle 1 based on, for example, a change in the traffic jam sign index I and the speed V in each of the initial state of the traffic jam sign and the state immediately before the traffic jam. The predicted value of the chargeable amount for the battery 7 when each is executed is calculated.

Based on the chargeable amount calculated by the charge amount calculation unit 26, the charge plan unit 27 plans a charge schedule for the battery 7 by power generation of the electric vehicle 1 in a traffic jam sign state. For example, the charging plan unit 27 sets the upper limit SOC of the battery 7 according to the chargeable amount in the traffic jam sign state, and the first power generation mode occupying the upper limit SOC in each of the initial state of the traffic jam sign and the state immediately before the traffic jam, and The ratio of each charge amount in the second power generation mode is set.
When the deceleration control of the electric vehicle 1 is not executed in the initial state of the traffic jam sign, the charging plan unit 27 prioritizes the first power generation mode over the second power generation mode of the electric vehicle 1. To plan. For example, as shown in FIG. 7, the charging plan unit 27 gives priority to the first power generation mode in a state where the speed change of the electric vehicle 1 is large and the work rate due to acceleration tends to increase as in the initial state of a traffic jam sign. Thereby increasing the charging efficiency. For example, the charging plan unit 27 increases the power generation voltage of a power generation motor such as the alternator 8 and decreases the regenerative voltage of a drive motor such as the motor generator 5 to thereby occupy the first power generation mode occupying the upper limit SOC of the battery 7. Increase the rate of charge.
The charging plan unit 27 plans the charging schedule so that the second power generation mode is given priority over the first power generation mode of the electric vehicle 1 for the state immediately before the traffic jam. For example, as illustrated in FIG. 7, the charging plan unit 27 gives priority to the second power generation mode in a state where the speed reduction due to deceleration and the energy loss due to heat generation are large and the work rate tends to decrease as in the state immediately before the traffic jam. Thereby increasing the charging efficiency. The charging plan unit 27, for example, reduces the power generation voltage of a power generation motor such as the alternator 8 and increases the regenerative voltage of a drive motor such as the motor generator 5, thereby occupying the upper limit SOC of the battery 7. Increase the rate of charge.

  In addition to the chargeable amount calculated by the charge amount calculation unit 26, the charge plan unit 27 may plan a charge schedule based on the power consumption estimated in the traffic jam state of the electric vehicle 1. The charging plan unit 27 can be charged by acquiring a preset upper limit value of power consumption in a congested state or by estimating or predicting power consumption in a congested state of the electric vehicle 1. Plan a charging schedule based on volume and power consumption. When estimating the amount of power consumption in a traffic jam state, the charging plan unit 27 sets the travel in the traffic jam state of the electric vehicle 1 as a trip that gives priority to the electric travel by a driving motor such as the motor generator 5. . For example, the charging plan unit 27 predicts the power consumption amount in the traffic jam state based on the change in the spectral angle θ and the speed V related to the magnitude of the shock wave (vibration, fluctuation) received from the preceding vehicle in the traffic jam sign state. To do. For example, the charging plan unit 27 changes the power consumption amount in the traffic congestion state to increase as the shock wave received from the preceding vehicle increases in the traffic congestion prediction state.

  The information presentation control unit 28 changes the content of information presentation on the display device 16 according to the determination result by the determination unit 25. The information presentation control unit 28 performs, for example, information presentation for allowing the driver to grasp the presence of traffic jams in advance, and information presentation for avoiding or suppressing traffic jams. For example, the information presentation control unit 28 presents information so as to prompt the user to appropriately operate the inter-vehicle distance, the inter-vehicle time, the speed, and the like in order to avoid or suppress traffic congestion.

  The travel control unit 29 controls the travel support of the electric vehicle 1 according to the determination result by the determination unit 25 and the charging schedule planned by the charge planning unit 27. The travel control unit 29 controls the charging of the battery 7 in the first power generation mode and the second power generation mode according to the charging schedule in each of the initial state of the traffic jam sign and the state immediately before the traffic jam. The travel control unit 29 controls travel of the electric vehicle 1, for example, travel that prioritizes electrical travel by a driving motor such as the motor generator 5 in a traffic jam state after the traffic jam sign state.

  The electric vehicle travel support apparatus 10 according to the present embodiment has the above-described configuration. Next, an operation of the electric vehicle travel support apparatus 10, that is, an electric vehicle travel support method will be described.

First, in step S01 shown in FIG. 8, the device control unit 18 determines whether or not acceleration in each of the X-axis, Y-axis, and Z-axis directions is detected by the three-dimensional acceleration sensor 14.
When the determination result is “NO”, the device control unit 18 repeatedly executes the determination process of step S01.
On the other hand, if the determination result is “YES”, the device control unit 18 advances the process to step S02.
Next, in step S02, the input data calculation unit 21 calculates the acceleration vector A in the three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. To do. Then, the norm u of the difference (acceleration vector difference) ΔA between the acceleration vectors A at two different timings with a time interval of the sampling period ΔT is calculated as input data.

Next, in step S03, the frequency analysis unit 22 calculates the autocorrelation of the input data by using the number of delays that can be appropriately set by the operator at the number of input / output points that can be appropriately set by the operator. Then, a power spectrum (acceleration spectrum) is calculated by performing a fast Fourier transform on the autocorrelation.
Next, in step S04, the single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum, and converts the inclination of the single regression line into information of an angle (spectrum angle) θ.
Next, in step S05, the speed calculation unit 20 uses the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14 to use the speed V of the electric vehicle travel support device 10. Is calculated.
Next, in step S06, the traffic jam sign information calculation unit 24 calculates the arithmetic mean μ (V) of the speed V using the speed V sequentially calculated by the speed calculation unit 20 over a predetermined time. The traffic jam sign information calculation unit 24 calculates the variance σ (θ) of the spectrum angle θ using the spectrum angle θ calculated by the single regression line calculation unit 23 over a predetermined time. The traffic jam sign information calculation unit 24 uses the product (= μ (V) × σ (θ)) of the arithmetic mean μ (V) of the speed V and the variance σ (θ) of the spectrum angle θ as the traffic jam sign index I. calculate.

Next, in step S07, the determination unit 25 determines whether or not there is a traffic jam sign by determining whether or not the traffic jam sign index I calculated by the traffic jam sign information calculation unit 24 satisfies a predetermined condition. . The determination unit 25 determines, for example, whether or not the traffic jam sign index I is greater than or equal to a predetermined value Ia every predetermined time. The determination unit 25 determines, for example, whether or not the traffic jam sign index I has decreased by a predetermined rate or more every predetermined time. For example, the determination unit 25 performs curve function fitting on the time-series data of the traffic jam sign index I sequentially calculated by the traffic jam sign information calculation unit 24, and determines whether or not a local maximum exists.
When all of these determination results are “NO”, the determination unit 25 returns the process to step S01.
On the other hand, when at least one of these determination results is “YES”, the determination unit 25 advances the process to step S08.

Next, in step S08, the determination unit 25 determines whether or not the traffic jam sign is in the initial state based on the time series data of the traffic jam sign index I. The determination unit 25 is, for example, a state in which the traffic jam sign index I is equal to or greater than a predetermined value Ia, the traffic jam sign index I is not decreased by a predetermined rate or more, and there is no local maximum of the curve function applied to the time series data of the traffic jam sign index I It is determined whether or not.
If the determination result in step S08 is “YES”, the determination unit 25 determines that the traffic jam sign is in the initial state, and advances the process to step S09.
On the other hand, when the determination result of step S08 is “NO”, the determination unit 25 determines that the state is just before traffic jam in the traffic jam sign state, and advances the processing to step S11.

Next, in step S09, the charge amount calculation unit 26 predicts the chargeable amount for the battery 7 when the electric vehicle 1 executes each of the first power generation mode and the second power generation mode in the initial state of the traffic jam sign.
Next, in step S <b> 10, the charging plan unit 27 plans a charging schedule in an initial state of a traffic jam sign based on the chargeable amount calculated by the charging amount calculation unit 26. Note that the charging plan unit 27 calculates the power consumption estimated in the traffic jam state of the electric vehicle 1 and charges based on the power consumption in addition to the chargeable amount calculated by the charge amount calculation unit 26. A schedule may be planned. When the deceleration control of the electric vehicle 1 is not executed in the initial state of the traffic jam sign, the charging plan unit 27 prioritizes the first power generation mode over the second power generation mode of the electric vehicle 1. To plan.

In step S11, the charge amount calculation unit 26 predicts the chargeable amount for the battery 7 when the electric vehicle 1 executes each of the first power generation mode and the second power generation mode in the state immediately before the traffic jam in the traffic jam sign state. To do.
Next, in step S <b> 12, the charging plan unit 27 plans a charging schedule in a state immediately before a traffic jam based on the chargeable amount calculated by the charging amount calculation unit 26. Note that the charging plan unit 27 calculates the power consumption estimated in the traffic jam state of the electric vehicle 1 and charges based on the power consumption in addition to the chargeable amount calculated by the charge amount calculation unit 26. A schedule may be planned. The charging plan unit 27 plans a charging schedule so that the second power generation mode is prioritized over the first power generation mode of the electric vehicle 1.

Next, in step S <b> 13, the travel control unit 29 controls the charging of the battery 7 in accordance with the charging schedule planned by the charging planning unit 27 in each of the initial state of the traffic jam sign and the state immediately before the traffic jam.
Next, in step S14, the determination unit 25 determines, based on the time series data of the traffic jam sign index I, whether or not the traffic jam state is after the traffic jam sign state.
If the determination result of step S14 is “YES”, the determination unit 25 determines that the traffic is congested and advances the process to step S15.
On the other hand, when the determination result of step S14 is “NO”, the determination unit 25 returns the process to step S01.

  Next, in step S15, the traveling control unit 29 controls the traveling of the electric vehicle 1, for example, the traveling that gives priority to the electric traveling by the driving motor such as the motor generator 5 in the traffic jam state after the traffic jam sign state, Proceed to the end.

As described above, according to the electric vehicle travel support device 10 and the electric vehicle travel support method of the present embodiment, the first power generation mode and the second power generation mode according to the travel state of the electric vehicle 1 that is characteristic in a traffic jam sign state. The charging schedule by each of the above can be planned. Since the driving of the electric vehicle 1 is supported according to the charging schedule in the initial state of the traffic jam sign and the state immediately before the traffic jam, a series of state transitions of the initial state of the traffic jam sign, the state immediately before the traffic jam, and the traffic jam state are repeated. Even in this case, the energy loss of the electric vehicle 1 can be reduced. For example, even if it is difficult to avoid traffic jams due to the flow of surrounding vehicles toward traffic jams or the presence of traffic jams due to road attribute information, the energy efficiency in the entire driving state including traffic jam warning status and traffic jam status is improved. Appropriate driving support can be performed.
Further, in a state where the speed change is large and the work rate due to acceleration tends to increase like the initial state of the traffic jam sign, the charging efficiency can be improved by giving priority to the first power generation mode over the second power generation mode. .
Furthermore, in the state where the speed reduction due to deceleration and the energy loss due to heat generation are large and the work rate tends to decrease as in the state immediately before the traffic jam, the charging efficiency is improved by prioritizing the second power generation mode over the first power generation mode. Can be made.
Furthermore, when a charging schedule is planned based on the power consumption amount in addition to the chargeable amount, the charging efficiency can be further improved so as to reduce the energy loss of the electric vehicle 1.

Hereinafter, modifications of the above-described embodiment will be described with reference to the accompanying drawings.
In the above-described embodiment, the electric vehicle travel support device 10 uses its own three-dimensional acceleration sensor 14 without using information received from an external device when determining the initial state of the traffic jam sign and the state immediately before the traffic jam. Although only the detected acceleration information is used, the present invention is not limited to this.
As shown in FIG. 9, the electric vehicle travel support system 40 according to the modification of the embodiment includes at least one electric vehicle travel support device 10 and a server device 41 that can communicate with the electric vehicle travel support device 10. I have.
The server device 41 includes a server communication device 42, a server control unit 43, a map data storage unit 44, and a server determination unit 45.

  The server communication device 42 can bidirectionally communicate with each device communication device 11 of the plurality of electric vehicle travel support devices 10 by, for example, infrastructure mode wireless communication or road-to-vehicle communication via a roadside communication device. Therefore, various types of information are transmitted and received.

The server control unit 43 outputs various information received from the electric vehicle travel support device 10 by the server communication device 42 to the server determination unit 45. The server control unit 43 transmits information on various determination results output from the server determination unit 45 to at least one electric vehicle travel support device 10 by the server communication device 42.
In this modified example, the electric vehicle travel support device 10 can transmit information based on the acceleration in each of the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14 to the server device 41. . This information includes, for example, information on the speed V calculated by the speed calculation unit 20, the spectrum angle θ calculated by the single regression line calculation unit 23, and the traffic jam sign index I calculated by the traffic jam sign information calculation unit 24. . Further, this information includes information on the history of the current position acquired by the current position acquisition unit 13 and information on the history of the speed V calculated by the speed calculation unit 20.

The map data storage unit 44 stores map data.
The map data includes, for example, road coordinate data indicating position coordinates on the road required for map matching processing based on information on the current position of the electric vehicle travel support device 10 and roads required for calculating the guidance route. Map data. The road map data includes, for example, data such as nodes, links, link costs, road structures, road shapes, road conditions, road types, landmarks such as facilities, construction sites, traffic lights, and railroad crossings. The node is a coordinate point composed of the latitude and longitude of a predetermined point on the road such as an intersection and a branch point. A link is a line that connects nodes, and is a road section that connects points. The link cost is information indicating the distance of the road section corresponding to the link or the time required for the movement of the road section.

The server determination unit 45 executes a process similar to at least a part of the process executed by the determination unit 25 of the at least one electric vehicle travel support apparatus 10 of the above-described embodiment. The server determination unit 45 determines whether or not there is a traffic jam sign for an appropriate position range based on the current position information received from at least one electric vehicle travel support device 10. The server determination unit 45, for example, based on the traffic jam sign index I received from the electric vehicle travel support apparatus 10 within an appropriate position range, the number and ratio of the electric vehicle travel support apparatuses 10 that the traffic jam sign index I satisfies a predetermined condition. To get. The server determination unit 45 determines whether or not there is a traffic jam sign in the electric vehicle travel support device 10 within an appropriate position range based on information on the number and ratio of the electric vehicle travel support devices 10 for which the traffic jam sign index I satisfies a predetermined condition. Determine whether.
When the server determination unit 45 determines that there is a traffic jam sign in the electric vehicle travel support device 10 in an appropriate position range, the traffic jam sign state is based on the traffic jam sign index I in the appropriate position range. It is determined whether it is an initial state of a traffic jam sign or a state immediately before a traffic jam. The determination unit 25 is, for example, a state in which the traffic jam sign index I is equal to or greater than a predetermined value Ia, the traffic jam sign index I is not decreased by a predetermined rate or more, and there is no local maximum of the curve function applied to the time series data of the traffic jam sign index I If it is, it is determined that the traffic congestion sign is in the initial state. The server determination unit 45 outputs the information on the determination result to the server control unit 43 in order to transmit the information to all the electric vehicle travel support devices 10 within an appropriate position range.

  The electric vehicle travel support system 40 according to the modification has the above-described configuration. Next, the operation of the electric vehicle travel support system 40 will be described.

First, in step S21 shown in FIG. 10, the device control unit 18 connects the electric vehicle travel support device 10 to a communication network such as a wireless communication network system, and there is no communication failure via the communication network. It is determined whether or not it can be properly connected to the terminal 41.
When the determination result is “NO”, the device control unit 18 repeatedly executes the process of step S21.
On the other hand, when the determination result is “YES”, the device control unit 18 advances the process to step S22.

In step S22, the device control unit 18 determines whether or not an instruction to execute a stand-alone operation independent from an external device such as the server device 41 is generated by an instruction from the operator of the electric vehicle travel support device 10 or the like. Determine whether.
When the determination result is “YES”, that is, when there is no instruction to execute the stand-alone operation, the device control unit 18 advances the process to step S23. In step S23, the device control unit 18 executes a network operation described later and ends the process.
On the other hand, when the determination result is “NO”, the device control unit 18 advances the process to step S24. In step S24, the device control unit 18 performs the processing from step S01 to step S15 in the above-described embodiment as a stand-alone operation.

Hereinafter, the network operation in step S23 described above will be described.
First, in step S31 shown in FIG. 11, the device control unit 18 displays a predetermined communication indicator display on the display device 16. The device control unit 18 appropriately displays the communication indicator on the server device 41 with the electric vehicle travel support device 10 connected to a communication network such as a wireless communication network system, and without communication failure. The display indicates that connection is possible.

Next, in step S <b> 32, the device control unit 18 detects the acceleration in the X-axis, Y-axis, and Z-axis directions by the three-dimensional acceleration sensor 14, and the current position acquisition unit 13 obtains the current position information. It is determined whether or not it has been acquired.
When the determination result is “NO”, the device control unit 18 repeatedly executes the determination process of step S32.
On the other hand, when the determination result is “YES”, the device control unit 18 advances the process to step S33.
Next, in step S33, the input data calculation unit 21 calculates the acceleration vector A in the three-dimensional space using the accelerations in the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14. To do. Then, the norm u of the difference (acceleration vector difference) ΔA between the acceleration vectors A at two different timings with a time interval of the sampling period ΔT is calculated as input data.

Next, in step S34, the frequency analysis unit 22 calculates the autocorrelation of the input data using the number of delays that can be appropriately set by the operator at the number of input / output points that can be appropriately set by the operator. Then, a power spectrum (acceleration spectrum) is calculated by performing a fast Fourier transform on the autocorrelation.
Next, in step S35, the single regression line calculation unit 23 calculates a single regression line in a predetermined frequency range of the acceleration spectrum, and converts the inclination of the single regression line into information of an angle (spectrum angle) θ.
Next, in step S <b> 36, the speed calculation unit 20 uses the acceleration in each of the X-axis, Y-axis, and Z-axis directions detected by the three-dimensional acceleration sensor 14 to detect the speed V of the electric vehicle travel support device 10. Is calculated.

  Next, in step S37, the traffic jam sign information calculation unit 24 calculates the arithmetic average μ (V) of the speed V using the speed V sequentially calculated by the speed calculation unit 20 over a predetermined time. The traffic jam sign information calculation unit 24 calculates the variance σ (θ) of the spectrum angle θ using the spectrum angle θ calculated by the single regression line calculation unit 23 over a predetermined time. The traffic jam sign information calculation unit 24 uses the product (= μ (V) × σ (θ)) of the arithmetic mean μ (V) of the speed V and the variance σ (θ) of the spectrum angle θ as the traffic jam sign index I. calculate.

Next, in step S38, the determination unit 25 determines whether or not there is a traffic jam sign by determining whether or not the traffic jam sign index I calculated by the traffic jam sign information calculation unit 24 satisfies a predetermined condition. . The determination unit 25 determines, for example, whether or not the traffic jam sign index I is greater than or equal to a predetermined value Ia every predetermined time. The determination unit 25 determines, for example, whether or not the traffic jam sign index I has decreased by a predetermined rate or more every predetermined time. For example, the determination unit 25 performs curve function fitting on the time-series data of the traffic jam sign index I sequentially calculated by the traffic jam sign information calculation unit 24, and determines whether or not a local maximum exists.
When all of these determination results are “NO”, the determination unit 25 advances the process to return.
On the other hand, when at least one of these determination results is “YES”, the determination unit 25 advances the process to step S39.

  Next, in step S39, the device control unit 18 sends the device communication apparatus 11 the speed V, the spectrum angle θ, the traffic jam sign index I information calculated by the traffic jam sign information calculation unit 24, the current position information, and the like. To the server device 41. Accordingly, the server device 41 determines whether or not there is a traffic jam sign within an appropriate position range based on the current position information received from the at least one electric vehicle travel support device 10. When the server device 41 determines that there is a traffic jam sign in the electric vehicle travel support device 10 within an appropriate position range, the traffic jam sign state is based on the traffic jam sign index I within the appropriate position range. It is determined whether it is an initial state of a sign or a state immediately before a traffic jam. The server apparatus 41 transmits information on the traffic jam sign state such as the traffic jam sign index I in an appropriate position range together with information on the determination result to all the electric vehicle travel support apparatuses 10 in the appropriate position range.

Next, in step S <b> 40, the device control unit 18 determines whether information on a traffic jam sign state in an appropriate position range detected by the server device 41 has been received from the server device 41.
When the determination result is “NO”, the device control unit 18 advances the process to return.
On the other hand, when the determination result is “YES”, the device control unit 18 advances the process to step S41.
Next, in step S41, based on the information received from the server device 41, the charge amount calculation unit 26 performs the first power generation in each of the initial state of the traffic jam sign in the traffic jam sign state and the state immediately before the traffic jam. The chargeable amount for the battery 7 when each of the mode and the second power generation mode is executed is predicted.

Next, in step S <b> 42, the charging plan unit 27 plans a charging schedule in each of the initial state of the traffic jam sign and the state immediately before the traffic jam based on the chargeable amount calculated by the charge amount calculation unit 26. For example, the charging plan unit 27 plans the charging schedule so that the first power generation mode is given priority over the second power generation mode of the electric vehicle 1 in the initial state of the traffic jam sign. For example, the charging plan unit 27 plans the charging schedule so that the second power generation mode is given priority over the first power generation mode of the electric vehicle 1 in a state immediately before a traffic jam.
Next, in step S43, the traveling control unit 29 controls the charging of the battery 7 in accordance with the charging schedule planned by the charging planning unit 27 in each of the initial state of the traffic jam sign and the state immediately before the traffic jam.

Next, in step S <b> 44, the determination unit 25 determines based on the information received from the server device 41 whether the traffic congestion state is after the traffic congestion sign state.
If the determination result of step S44 is “YES”, the determination unit 25 determines that the traffic is congested and advances the process to step S45.
On the other hand, when the determination result of step S44 is “NO”, the determination unit 25 advances the process to return.

  Next, in step S45, the travel control unit 29 controls the travel of the electric vehicle 1 in a traffic jam state after the traffic jam sign state, for example, a drive that gives priority to an electric travel by a driving motor such as the motor generator 5, etc. Proceed to return.

  According to the electric vehicle travel support system 40 and the electric vehicle travel support method according to the modified example, information based on acceleration is obtained from the plurality of electric vehicle travel support devices 10, and the state of the traffic jam sign is determined in real time and collectively. Thus, appropriate driving support can be provided. As a result, for example, the electric vehicle travel support device 10 can improve the calculation efficiency as compared with the case where the vehicle traffic assist device 10 independently determines the traffic jam sign state and performs the travel support, and the plurality of electric vehicle travel support devices 10 are linked. Thus, the traveling of the plurality of electric vehicles 1 can be efficiently controlled.

  In the above-described embodiment, the traffic jam sign information calculation unit 24 calculates the traffic jam sign index I by the product of the arithmetic mean μ (V) of the speed V and the variance σ (θ) of the spectrum angle θ. It is not limited to this. The traffic jam sign information calculation unit 24 may calculate the traffic jam sign index I using other state quantities. The other state quantity may be, for example, another statistical quantity related to the velocity V and the spectral angle θ, a maximum value (slope maximum value) of the spectral angle θ, or the like.

  In addition, in embodiment mentioned above, although the traveling control part 29 controlled charging of the battery 7 according to the charging schedule, it is not limited to this. For example, instead of the battery 7, the travel control unit 29 may store power generation energy in the first power generation mode and the second power generation mode in a mechanical element such as a flywheel provided in the electric vehicle 1.

  In addition, in the modification of embodiment mentioned above, although the server apparatus 41 was provided with the server determination part 45 which performs at least one part of the process which the determination part 25 of the electric vehicle travel assistance apparatus 10 performs, it is limited to this. Not. The server device 41 executes, for example, at least a part of processing executed by at least one of the charge amount calculation unit 26, the charging plan unit 27, the information presentation control unit 28, and the travel control unit 29 of the electric vehicle travel support device 10. A functional unit may be provided.

The embodiments of the present invention are presented as examples and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.
For example, in the above embodiment, the server device 41 is configured as one device. However, a plurality of devices may be connected by a communication line or the like.

DESCRIPTION OF SYMBOLS 1 ... Electric vehicle, 5 ... Motor generator (2nd electric power generation part), 7 ... Battery (charging part), 8 ... Alternator (1st electric power generation part), 10 ... Electric vehicle driving assistance device (electronic device), 12 ... Positioning signal Receiver, 13 ... Current position acquisition unit, 14 ... Three-dimensional acceleration sensor (acceleration acquisition unit), 15 ... Input device, 16 ... Display device, 17 ... Map data storage unit, 18 ... Device control unit, 20 ... Speed calculation unit , 21 ... input data calculation unit, 22 ... frequency analysis unit, 23 ... single regression line calculation unit, 24 ... traffic jam sign information calculation unit (congestion sign information acquisition unit), 25 ... determination unit, 26 ... charge amount calculation unit (charge) Possible amount calculation unit), 27 ... charge planning unit, 28 ... information presentation control unit, 29 ... running control unit (instruction unit), 40 ... running support system, 41 ... server device, 42 ... server communication device (server communication unit) , 43 ... Server control unit 45 ... server determining unit

Claims (14)

Supporting driving of an electric vehicle including a first power generation unit that generates power during acceleration, a second power generation unit that generates power during deceleration, and a charging unit that is charged by power generation of each of the first power generation unit and the second power generation unit An electric vehicle driving support device,
An acceleration acquisition unit for acquiring acceleration of the electric vehicle;
A traffic jam sign information acquisition unit for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
A determination unit for determining whether the traffic jam sign information indicates an initial state of the traffic jam sign or a state immediately before the traffic jam;
Based on the determination result of the determination unit, a chargeable amount calculation unit that calculates a chargeable amount of the charging unit by power generation of each of the first power generation unit and the second power generation unit;
Based on the chargeable amount, a charging plan unit that plans a charging schedule of the charging unit by power generation of each of the first power generation unit and the second power generation unit;
According to the charging schedule, an instruction unit for instructing execution of the driving support;
Comprising
An electric vehicle travel support apparatus characterized by that. The charging plan unit is configured such that when the traffic jam sign information indicates an initial state of the traffic jam sign and the deceleration control of the electric vehicle is not executed, the first power generation unit performs the power generation of the first power generation unit rather than the power generation of the second power generation unit. Planning the charging schedule in favor of power generation,
The electric vehicle travel support apparatus according to claim 1. The charging planning unit plans the charging schedule in preference to the power generation of the second power generation unit over the power generation of the first power generation unit when the traffic jam sign information indicates a state immediately before the traffic jam.
The electric vehicle travel support apparatus according to claim 1. A power consumption estimation unit for estimating the power consumption of the electric vehicle;
The charging plan unit plans the charging schedule based on the chargeable amount and the power consumption amount.
The electric vehicle travel support apparatus according to any one of claims 1 to 3, wherein A server communication unit that receives the traffic jam sign information transmitted from the electric vehicle travel support device according to any one of claims 1 to 4,
A server determination unit that determines whether the plurality of traffic jam sign information acquired from the plurality of electric vehicle travel support devices indicate an initial state of a traffic jam sign or a state immediately before a traffic jam;
With
The server communication unit transmits information on a determination result of the server determination unit to the plurality of electric vehicle travel support devices.
The server apparatus characterized by the above-mentioned. The electric vehicle travel support device according to any one of claims 1 to 4,
A server device according to claim 5;
An electric vehicle travel support system comprising: For an electric vehicle comprising: a first power generation unit that generates power during acceleration; a second power generation unit that generates power during deceleration; and a charging unit that is charged by power generation of each of the first power generation unit and the second power generation unit. An electric vehicle traveling support method executed by an electronic device including an acceleration acquisition unit that acquires acceleration of an electric vehicle,
A traffic jam sign information acquisition step in which the electronic device acquires traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
The electronic device determines whether the traffic jam sign information indicates an initial state of the traffic jam sign or a state immediately before the traffic jam, and
A chargeable amount calculating step in which the electronic device calculates a chargeable amount of the charging unit by power generation of each of the first power generation unit and the second power generation unit based on a determination result of the determination step;
A charging planning step in which the electronic device plans a charging schedule of the charging unit by power generation of each of the first power generation unit and the second power generation unit based on the chargeable amount;
An instruction step in which the electronic device instructs execution of driving support according to the charging schedule;
including,
An electric vehicle traveling support method characterized by the above. In the charging planning step, the electronic device indicates that the traffic jam sign information indicates an initial state of the traffic jam sign and the deceleration control of the electric vehicle is not executed. Planning the charging schedule in preference to the power generation of the first power generation unit,
The electric vehicle travel support method according to claim 7. In the charging planning step, the electronic device prioritizes power generation of the second power generation unit over power generation of the first power generation unit when the traffic jam sign information indicates a state immediately before the traffic jam. To plan,
The electric vehicle travel support method according to claim 7. The electronic device includes a power consumption estimation step for estimating a power consumption of the electric vehicle,
The electronic device plans the charging schedule based on the chargeable amount and the power consumption amount in the charging planning step.
The method for supporting driving of an electric vehicle according to any one of claims 7 to 9, wherein: For an electric vehicle comprising: a first power generation unit that generates power during acceleration; a second power generation unit that generates power during deceleration; and a charging unit that is charged by power generation of each of the first power generation unit and the second power generation unit. A program to be executed by a computer of an electronic device including an acceleration acquisition unit that acquires acceleration of an electric vehicle,
In the computer,
A traffic jam sign information acquisition step for acquiring traffic jam sign information based on the change in acceleration acquired by the acceleration acquisition unit;
A determination step of determining whether the traffic jam sign information indicates an initial state of the traffic jam sign or a state immediately before the traffic jam;
A chargeable amount calculating step of calculating a chargeable amount of the charging unit by power generation of each of the first power generation unit and the second power generation unit based on a determination result of the determination step;
Based on the chargeable amount, a charging planning step of planning a charging schedule of the charging unit by power generation of each of the first power generation unit and the second power generation unit;
An instruction step for instructing execution of driving support according to the charging schedule;
To execute,
A program characterized by that. In the charging planning step, when the traffic jam sign information indicates an initial state of the traffic jam sign and the deceleration control of the electric vehicle is not being executed, the computer is more likely to perform the power generation than the second power generation unit. Preferentially plan the charging schedule in favor of the power generation of one power generation unit,
The program according to claim 11. In the charging planning step, when the traffic jam sign information indicates a state immediately before the traffic jam, the computer schedules the charging schedule in preference to the power generation of the second power generation unit over the power generation of the first power generation unit. Let
The program according to claim 11. In the computer,
Executing a power consumption estimation step for estimating the power consumption of the electric vehicle;
In the charging planning step, the charging schedule is planned based on the chargeable amount and the power consumption.
The program according to any one of claims 11 to 13, characterized in that:

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