JP2021196295A - Information processing apparatus - Google Patents

Abstract

To prevent a vehicle from being delayed in arrival at a destination.SOLUTION: An information processing apparatus calculates, for each of vehicles, travel energy of each vehicle on a route from a current position to a destination through a vehicle dispatch position by using the current position, the vehicle dispatch position, and the destination, calculates equipment energy to be consumed by equipment of the vehicle on the route, calculates available energy which can be used for travel of the vehicle from remaining energy of the vehicle and the equipment energy, calculates a mileage of the vehicle from estimated fuel efficiency calculated from the travel energy and the available energy, and determines a vehicle of which travel time on the route is equal to or less than a threshold, as a vehicle to be dispatched to the vehicle dispatch position, while adding an energy replenishment spot on the route when the mileage of the vehicle is less than the distance of the route.SELECTED DRAWING: Figure 8

Description

The present invention relates to an information processing device.

In Patent Document 1, a vehicle that receives a vehicle usage request including a usage end point from a user and selects a vehicle used by the user as a usage vehicle from a plurality of vehicles arranged in each area based on the usage request. The management system is disclosed. In this vehicle management system, when the end point of use is outside the range of the departure area where the vehicle to be used is located, a vehicle existing in an area different from the departure area is selected as the target vehicle and the target vehicle is moved to the departure area. Let me.

Japanese Unexamined Patent Publication No. 2019-21845

Of multiple vehicles, if the energy required for movement is insufficient even if the vehicle located closest to the position of the vehicle allocation destination specified by the user is directed, the travel time via the energy supply point, etc. As a result, the arrival time at the destination may be delayed.

The present invention has been made in consideration of the above facts, and an object of the present invention is to suppress a delay in the arrival time of a vehicle to a destination.

The information processing apparatus according to claim 1 uses the current position, the position of the vehicle allocation destination, and the destination for each of the plurality of vehicles from the current position of each vehicle to the destination via the position of the vehicle allocation destination. The first calculation unit that calculates the traveling energy amount, which is an estimated value of the energy amount for driving the vehicle, which is consumed in the traveling route until reaching, and the energy amount consumed by the vehicle equipment in the moving route. The second calculation unit that calculates the amount of equipment energy, which is the estimated value of, and the third calculation that calculates the amount of available energy that can be used for traveling of the vehicle from the amount of residual energy of the vehicle and the amount of equipment energy. A fourth calculation unit that calculates the travelable distance of the vehicle from the unit, the estimated fuel consumption calculated from the travel energy amount, and the available energy amount, and the vehicle whose travel distance is less than the distance of the travel route. With respect to, after adding an energy replenishment point as a waypoint of the movement route, a determination unit for determining a vehicle whose traveling time of the movement route is equal to or less than a predetermined threshold as a vehicle to be directed to the position of the dispatch destination. , Equipped with.

According to the information processing apparatus according to claim 1, for a vehicle whose travelable distance is less than the distance of the travel route from the current position to reach the destination via the position of the vehicle allocation destination, the transit point of the travel route. After adding the energy supply point, a vehicle whose travel time on the movement route is equal to or less than a predetermined threshold value is determined as a vehicle to be directed to the position of the vehicle allocation destination.

Therefore, since the vehicle to be directed to the position of the vehicle allocation destination is determined in consideration of the necessity of replenishing energy, it is possible to suppress the delay of the arrival time of the vehicle to the destination.

According to the present invention, it is possible to suppress the delay of the arrival time of the vehicle to the destination.

It is a block diagram which shows an example of the hardware composition of an information processing apparatus. It is a block diagram which shows an example of the functional structure of an information processing apparatus. It is a block diagram which shows an example of the structure of the 1st calculation part. It is a block diagram which shows an example of the structure of the 2nd calculation part. It is a block diagram which shows an example of the structure of the 3rd calculation part. It is a figure which shows an example of the movement route when the supply point is added as a stopover. It is a figure which shows an example of the movement route when the supply point is added as a stopover. It is a flowchart which shows an example of a vehicle determination process.

Hereinafter, examples of embodiments for carrying out the present invention will be described in detail with reference to the drawings.

First, the hardware configuration of the information processing apparatus 10 according to the present embodiment will be described with reference to FIG. The information processing device 10 has a function of determining a vehicle to be directed to a vehicle allocation destination from a plurality of vehicles to be allocated in the vehicle allocation area. An example of a vehicle to be dispatched is a taxi or the like. Further, vehicle data related to each vehicle is periodically transmitted to the information processing device 10 from each vehicle to be dispatched. Therefore, the information processing device 10 can hold the vehicle data of each vehicle in time series.

As shown in FIG. 1, the information processing device 10 includes a CPU (Central Processing Unit) 20, a memory 21 as a temporary storage area, and a non-volatile storage unit 22. Further, the information processing apparatus 10 includes a display unit 23 such as a liquid crystal display, an input unit 24 such as a keyboard and a mouse, and a network I / F (InterFace) 25 connected to the network. The CPU 20, the memory 21, the storage unit 22, the display unit 23, the input unit 24, and the network I / F 25 are connected to the bus 26. Examples of the information processing apparatus 10 include a personal computer, a server computer, and the like.

The storage unit 22 is realized by an HDD (Hard Disk Drive), an SSD (Solid State Drive), a flash memory, or the like. The information processing program 30 is stored in the storage unit 22 as a storage medium. The CPU 20 reads the information processing program 30 from the storage unit 22, expands it into the memory 21, and executes the expanded information processing program 30.

Further, the road gradient data 32 and the travel record data 34 are stored in the storage unit 22. The road slope data 32 includes data on the road slope in the vehicle allocation area. The travel record data 34 includes the accelerator pedal operation amount, the brake pedal operation amount, the steering wheel steering angle, the actual vehicle speed, the vehicle front-rear acceleration, the yaw rate, and the residual oil in the vehicle allocation area for each vehicle to be dispatched. Actual values such as quantity are included. The amount of residual oil is the case of a gasoline-powered vehicle, which is the charge rate of the secondary battery in the case of an electric vehicle, and is the amount of residual oil and the charge rate of the secondary battery in the case of a hybrid vehicle.

Next, with reference to FIG. 2, the functional configuration of the information processing apparatus 10 according to the present embodiment will be described. As shown in FIG. 2, the information processing apparatus 10 includes a first calculation unit 40, a second calculation unit 42, a third calculation unit 44, a fourth calculation unit 46, a determination unit 48, and an output unit 50. When the CPU 20 of the information processing apparatus 10 executes the information processing program 30, the first calculation unit 40, the second calculation unit 42, the third calculation unit 44, the fourth calculation unit 46, the determination unit 48, and the output unit 50 Function.

The first calculation unit 40 uses the current position, the position of the vehicle allocation destination, and the destination for each of the plurality of vehicles to be dispatched from the current position of each vehicle to the destination via the position of the vehicle allocation destination. The amount of traveling energy, which is an estimated value of the amount of energy for driving the vehicle, consumed in the travel route until the vehicle is reached is calculated. The position of the vehicle allocation destination is the position where the user gets on the vehicle, and the destination is the destination for the user, and is designated by the user, for example.

Specifically, as shown in FIG. 3, the first calculation unit 40 includes a movement route calculation unit 60, a unit interval extraction unit 61, a first travel energy amount calculation unit 62, a second travel energy amount calculation unit 63, and a second. 3 The running energy amount calculation unit 64, the fourth running energy amount calculation unit 65, and the estimated fuel consumption calculation unit 66 are included.

The movement route calculation unit 60 uses the current position of the vehicle, the position of the vehicle allocation destination, and the destination for each vehicle from the current position of the vehicle to the destination via the position of the vehicle allocation destination. Calculate the movement route of. For example, the movement route calculation unit 60 calculates a movement route by performing a known route search process. The movement route calculation unit 60 may perform a route search process using a dynamic map.

The unit section extraction unit 61 divides the movement route calculated by the movement route calculation unit 60 into a plurality of unit sections using the road slope data 32 and the travel record data 34. For example, the unit section extraction unit 61 divides the movement route into a plurality of unit sections by dividing the movement route into each of a gradient switching point, a right / left turn point such as an intersection, and a temporary stop point. Then, the unit section extraction unit 61 calculates the distance of the unit section, the gradient of the unit section, the actual running speed which is the actual value of the actual vehicle speed of the vehicle in the unit section, and the running time of the vehicle in the unit section for each unit section. do.

The first running energy amount calculation unit 62 uses the distance of the unit section calculated by the unit section extraction unit 61, the gradient of the unit section, and the actual running speed of the unit section to drive the vehicle for each unit section. Calculate the running energy amount, which is an estimated value of the energy amount of. This running energy amount is a value considering the gradient of the unit interval.

The second running energy amount calculation unit 63 uses the distance of the unit section calculated by the unit section extraction unit 61 and the running actual speed of the unit section to run the vehicle when it is assumed that there is no gradient for each unit section. The running energy amount, which is an estimated value of the energy amount for making the vehicle run, is calculated. For the calculation of the traveling energy amount by each of the first traveling energy amount calculation unit 62 and the second traveling energy amount calculation unit 63, for example, the method of Reference 1 below can be used.
Reference 1: Mitsuo Yasushi, Tatsuya Fukuda, Susumu Osawa, Keiichiro Fujii: Navigation system that predicts the travelable range of EV, Pioneer R & D, Vol.20, No.1, pp.1-7, 2011.

The third traveling energy amount calculation unit 64 integrates the traveling energy amount of each unit section calculated by the first traveling energy amount calculation unit 62, and thereby consumes the energy amount for driving the vehicle on the moving route. The amount of running energy, which is an estimated value of, is calculated. The fourth running energy amount calculation unit 65 integrates the running energy amount of each unit section calculated by the second running energy amount calculation unit 63, and obtains the running energy amount when it is assumed that the moving path has no gradient. calculate.

The estimated fuel consumption calculation unit 66 uses the running energy amount calculated by the third running energy amount calculation unit 64, the running energy amount calculated by the fourth running energy amount calculation unit 65, and the JC08 mode fuel consumption to obtain the fuel consumption of the vehicle. Calculate the estimated fuel consumption, which is the estimated value of. Specifically, the estimated fuel consumption calculation unit 66 calculates the estimated fuel consumption according to the following equation (1). The "running energy amount (with gradient)" in the equation (1) corresponds to the running energy amount calculated by the third running energy amount calculation unit 64. Further, the "running energy amount (without gradient)" in the equation (1) corresponds to the running energy amount calculated by the fourth running energy amount calculation unit 65. Estimated fuel consumption: JC08 mode fuel consumption = running energy amount (with gradient): running energy amount (without gradient), so the estimated fuel consumption can be calculated by Eq. (1).
Estimated fuel consumption = running energy amount (with gradient) x JC08 mode fuel consumption ÷ running energy amount (without gradient) ... (1)

The second calculation unit 42 calculates the amount of equipment energy, which is an estimated value of the amount of energy consumed by the equipment of the vehicle in the movement route calculated by the movement route calculation unit 60, for each of the plurality of vehicles to be dispatched. Specifically, as shown in FIG. 4, the second calculation unit 42 includes a movement route traveling time calculation unit 70, an equipment energy amount calculation unit 71 other than air conditioning, an air conditioning equipment energy amount calculation unit 72, and an equipment energy amount calculation unit. 73 is included.

The movement route travel time calculation unit 70 integrates the travel time of the vehicle calculated by the unit section extraction unit 61 for each unit section, so that the vehicle travels on the movement route calculated by the movement route calculation unit 60. Calculate the running time.

The non-air-conditioned equipment energy amount calculation unit 71 calculates the non-air-conditioned equipment energy amount, which is an estimated value of the energy consumed by the equipment other than the air-conditioned equipment of the vehicle in the moving route. Specifically, the equipment energy amount calculation unit 71 other than air conditioning multiplies the travel time calculated by the travel route travel time calculation unit 70 by the power consumption of equipment other than air conditioning equipment to obtain the equipment energy amount other than air conditioning. calculate. Examples of equipment other than vehicle air conditioning equipment include car navigation systems and the like.

The air-conditioning equipment energy amount calculation unit 72 calculates the air-conditioning equipment energy amount, which is an estimated value of the energy amount consumed by the air-conditioning equipment of the vehicle in the movement route. Specifically, when the target vehicle interior temperature is higher than the outside temperature, the air-conditioning equipment energy amount calculation unit 72 consumes power during blowing in the travel time calculated by the travel route travel time calculation unit 70. By multiplying by, the amount of energy of the air conditioner is calculated. On the other hand, when the target vehicle interior temperature is equal to or lower than the outside temperature, the air conditioner energy amount calculation unit 72 consumes the power of the compressor and the fan motor during the travel time calculated by the travel route travel time calculation unit 70. The amount of energy for air conditioning equipment is calculated by multiplying the total value with the electric power.

The equipment energy amount calculation unit 73 adds the equipment energy amount other than air conditioning calculated by the equipment energy amount calculation unit 71 other than air conditioning and the air conditioning equipment energy amount calculated by the air conditioning equipment energy amount calculation unit 72. Calculate the amount of energy.

The third calculation unit 44 determines the amount of available energy that can be used for traveling of the vehicle from the residual energy amount of the vehicle and the equipment energy amount calculated by the equipment energy amount calculation unit 73 for each of the plurality of vehicles to be dispatched. Is calculated. Specifically, as shown in FIG. 5, the third calculation unit 44 includes the residual energy amount calculation unit 76 and the available energy amount calculation unit 77.

The residual energy amount calculation unit 76 calculates the residual energy amount of the vehicle. Specifically, the residual energy amount calculation unit 76 calculates the residual energy amount for the gasoline-powered vehicle according to the following (2).
Residual energy amount [kWh] = Residual oil amount [l] x Gasoline density [kg / l] x Calorific value [kJ / kg] ÷ 3600 [J] = Residual oil amount [l] x 0.783 [kg / l] × 46000 [kJ / kg] ÷ 3600 [J] ・ ・ ・ (2)
Since a coefficient of 32.9 [MJ / l] is used for the calorific value of gasoline in Japan, the third calculation unit 44 calculates the residual energy amount for gasoline-powered vehicles according to (3) below. May be good.
Residual energy amount [kWh] = Residual oil amount [l] x 32900 [kJ / l] ÷ 3600 [J] ... (3)

Further, the residual energy amount calculation unit 76 calculates the residual energy amount for the electric vehicle according to the following (4).
Remaining energy amount [kWh] = Full charge capacity of secondary battery [kWh] x Charge rate of secondary battery (%) ... (4)

Further, the residual energy amount calculation unit 76 calculates the residual energy amount by adding the calculation result of the equation (2) and the calculation result of the equation (4) for the hybrid vehicle.

The available energy amount calculation unit 77 calculates the available energy amount by subtracting the equipment energy amount calculated by the equipment energy amount calculation unit 73 from the residual energy amount calculated by the residual energy amount calculation unit 76.

The fourth calculation unit 46 can travel the vehicle from the estimated fuel consumption calculated by the estimated fuel consumption calculation unit 66 and the available energy amount calculated by the available energy amount calculation unit 77 for each of the plurality of vehicles to be dispatched. Calculate the distance. Specifically, the fourth calculation unit 46 calculates the mileage by dividing the amount of available energy that can be traveled by the estimated fuel consumption.

For vehicles whose mileage calculated by the fourth calculation unit 46 is less than the distance of the movement route calculated by the movement route calculation unit 60, the determination unit 48 adds an energy supply point as a waypoint of the movement route. Therefore, a vehicle whose travel time on the movement route is equal to or less than a predetermined threshold value is determined as a vehicle to be directed to the position of the vehicle allocation destination. As the threshold value in this case, for example, an upper limit value of the traveling time in time for the vehicle allocation time specified by the user can be applied. Further, when there are a plurality of vehicles having a travel time of the movement route equal to or less than the threshold value, the determination unit 48 determines the vehicle having the minimum travel time as the vehicle to be directed to the position of the vehicle allocation destination.

Further, as the energy replenishment point, for example, the replenishment point closest to the movement route from the current location to the position of the vehicle allocation destination can be mentioned. In this case, as shown in FIG. 6 as an example, the new movement route is a route from the current location to the destination via the supply point and the vehicle allocation destination position. For a vehicle whose mileage calculated by the fourth calculation unit 46 is less than the distance of the movement route calculated by the movement route calculation unit 60, the determination unit 48 uses the distance of this movement route as the actual vehicle speed of the vehicle's actual travel performance. The running time is calculated by dividing by. Further, for a vehicle in which the travelable distance calculated by the fourth calculation unit 46 is equal to or greater than the distance of the travel route calculated by the travel route calculation unit 60, the determination unit 48 sets the distance of the travel route as the actual vehicle of the vehicle's travel record. The running time is calculated by dividing by speed. These traveling times can be calculated, for example, by dividing the distance by the actual vehicle speed of the actual traveling vehicle of the vehicle for each unit interval and integrating the division results.

As shown in FIG. 7, the supply point may be a stopover between the position of the vehicle allocation destination and the destination.

The output unit 50 outputs information indicating that the vehicle determined by the determination unit 48 is a vehicle directed to the position of the vehicle allocation destination. Specifically, for example, the output unit 50 displays by outputting to the display unit 23 a character string indicating that the vehicle determined by the determination unit 48 is a vehicle to be directed to the position of the vehicle allocation destination. The operator of the information processing apparatus 10 informs the driver of the vehicle indicated by the information displayed on the display unit 23 to go to the position of the vehicle allocation destination. In addition, the output unit 50 sends a character string indicating that the vehicle determined by the determination unit 48 to the position of the vehicle allocation destination to the communication terminal possessed by the driver of the vehicle via the network I / F25. It may be notified by outputting (transmitting).

Next, the operation of the information processing apparatus 10 according to the present embodiment will be described with reference to FIG. When the CPU 20 of the information processing apparatus 10 executes the information processing program 30, the vehicle determination process shown in FIG. 8 is executed. The vehicle determination process is executed, for example, when the position of the vehicle allocation destination, the destination, and the vehicle allocation time are input.

In step S10 of FIG. 8, as described above, the movement route calculation unit 60 goes from the current position of the vehicle to the position of the vehicle allocation destination by using the current position of the vehicle, the position of the vehicle allocation destination, and the destination. And calculate the movement route to reach the destination. In step S12, the unit section extraction unit 61 divides the movement route calculated in step S10 into unit sections by using the road slope data 32 and the travel record data 34 as described above. Then, the unit section extraction unit 61 calculates the distance of the unit section, the gradient of the unit section, the actual running speed which is the actual vehicle speed of the vehicle in the unit section, and the running time of the vehicle in the unit section for each unit section.

In step S14, the first running energy amount calculation unit 62 uses the distance of the unit section calculated in step S12, the gradient of the unit section, and the actual running speed of the unit section for each unit section as described above. , Calculate the amount of running energy. In step S16, the second running energy amount calculation unit 63 uses the distance of the unit section calculated in step S12 and the running actual speed of the unit section, and the running energy when it is assumed that there is no gradient for each unit section. Calculate the amount.

In step S18, the third running energy amount calculation unit 64 calculates the running energy amount consumed in the moving route by integrating the running energy amount of each unit section calculated in step S14. In step S20, the fourth running energy amount calculation unit 65 calculates the running energy amount when it is assumed that there is no gradient in the moving path by integrating the running energy amount of each unit section calculated in step S16. ..

In step S22, as described above, the estimated fuel consumption calculation unit 66 uses the running energy amount calculated in step S18, the running energy amount calculated in step S20, and the JC08 mode fuel consumption to estimate the fuel consumption of the vehicle. The estimated fuel consumption is calculated. In step S24, the travel route travel time calculation unit 70 integrates the travel time of the vehicle calculated in step S12 for each unit section, so that the travel time when the vehicle travels on the travel route calculated in step S10. Is calculated.

In step S26, as described above, the non-air-conditioned equipment energy amount calculation unit 71 is the equipment other than the air-conditioned equipment, which is an estimated value of the energy consumed by the equipment other than the air-conditioned equipment of the vehicle in the movement route calculated in step S10. Calculate the amount of energy. In step S28, the air-conditioning equipment energy amount calculation unit 72 calculates the air-conditioning equipment energy amount, which is an estimated value of the energy amount consumed by the air-conditioning equipment of the vehicle in the movement path calculated in step S10, as described above. ..

In step S30, the equipment energy amount calculation unit 73 calculates the equipment energy amount by adding the equipment energy amount other than the air conditioning calculated in step S26 and the air conditioning equipment energy amount calculated in step S28. In step S32, the residual energy amount calculation unit 76 calculates the residual energy amount of the vehicle as described above. In step S34, the available energy amount calculation unit 77 calculates the available energy amount by subtracting the equipment energy amount calculated in step S30 from the residual energy amount calculated in step S32.

In step S36, the fourth calculation unit 46 calculates the mileage of the vehicle from the estimated fuel consumption calculated in step S22 and the available energy amount calculated in step S34, as described above. In step S38, the determination unit 48 determines whether or not the travelable distance calculated in step S36 is less than the distance of the travel route calculated in step S10. If this determination is affirmative, the process proceeds to step S40. In step S40, as described above, the determination unit 48 calculates the travel time of the travel route after adding the energy supply point as the waypoint of the travel route. When the process of step S40 is completed, the process proceeds to step S44.

On the other hand, if the determination in step S38 is a negative determination, the process proceeds to step S42. In step S42, the determination unit 48 calculates the travel time of the movement route calculated in step S10, as described above. When the process of step S42 is completed, the process proceeds to step S44.

The above steps S10 to S42 are executed for each of the plurality of vehicles to be dispatched. In step S44, as described above, as described above, the determination unit 48 directs a vehicle having a traveling time of less than or equal to the threshold value calculated in step S40 or step S42 to the position of the vehicle allocation destination from among the plurality of vehicles to be dispatched. decide.

In step S46, as described above, the output unit 50 outputs information indicating that the vehicle determined in step S44 is a vehicle to be directed to the position of the vehicle allocation destination. When the process of step S46 is completed, the vehicle determination process is completed.

As described above, according to the present embodiment, the vehicle to be directed to the position of the vehicle allocation destination is determined in consideration of the necessity of energy supply, so that the delay of the arrival time of the vehicle to the destination is suppressed. be able to.

The processing performed by the CPU 20 in the above embodiment has been described as software processing performed by executing a program, but it is performed by hardware such as ASIC (Application Specific Integrated Circuit) and FPGA (Field-Programmable Gate Array). It may be a process to be performed. Further, the process performed by the CPU 20 may be a process performed by combining both software and hardware. Further, the information processing program 30 stored in the storage unit 22 may be stored in various storage media and distributed.

Further, the present invention is not limited to the above-mentioned embodiment, and it is needless to say that the present invention can be variously modified and implemented within a range not deviating from the gist thereof other than the above-mentioned embodiment.

10 Information processing device 20 CPU (1st calculation unit, 2nd calculation unit, 3rd calculation unit, 4th calculation unit, determination unit)
30 Information processing program 40 1st calculation unit 42 2nd calculation unit 44 3rd calculation unit 46 4th calculation unit 48 Decision unit 50 Output unit

Claims (1)

For each of the plurality of vehicles, the current position, the position of the vehicle allocation destination, and the destination are consumed in the movement route from the current position of each vehicle to the destination via the position of the vehicle allocation destination. , The first calculation unit that calculates the amount of running energy, which is the estimated value of the amount of energy for running the vehicle,
A second calculation unit that calculates the amount of equipment energy, which is an estimated value of the amount of energy consumed by the equipment of the vehicle in the movement route.
A third calculation unit that calculates the amount of available energy that can be used to drive the vehicle from the amount of residual energy of the vehicle and the amount of equipment energy.
A fourth calculation unit that calculates the mileage of the vehicle from the estimated fuel consumption calculated from the traveling energy amount and the available energy amount.
For vehicles whose travelable distance is less than the distance of the travel route, an energy supply point is added as a waypoint of the travel route, and then vehicles having a travel time of the travel route of less than a predetermined threshold value are dispatched. The decision-making part that decides the vehicle to go to the destination,
Information processing device equipped with.

Images