JP2023167203A - Information management device, system, information management method, and program - Google Patents

Abstract

To provide an information management device, system, information management method, and program that make it easy for passengers to feel the effect of improving fuel efficiency.SOLUTION: Regarding a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery, and is capable of running in one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor, an information management device includes: a generation unit that generates a travel plan for realizing a future optimal operating point using at least travel route information of the hybrid vehicle, and generates energy consumption information regarding energy consumption of the hybrid vehicle based on the travel plan; and a communication unit that transmits information for displaying the energy consumption information to a display device.SELECTED DRAWING: Figure 10

Description

The present invention relates to an information management device, a system, an information management method, and a program.

2. Description of the Related Art Conventionally, techniques for transmitting fuel efficiency improvement information related to vehicle operation to occupants are known. For example, in a vehicle that performs idle stop (I/S), even if the occupants are not familiar with the road environment, Patent Document 1 describes the best execution conditions and the amount of fuel reduction that can be expected under those conditions. A technique for transmitting information to the user is disclosed.

Japanese Patent Application Publication No. 2004-239091

However, the conventional technology does not convey fuel efficiency improvement information to each occupant in consideration of driving-related information of the individual occupant, and as a result, it may be difficult for the occupant to feel the fuel efficiency improvement effect.

The present invention has been made in consideration of such circumstances, and one of its objects is to provide an information management device, a system, an information management method, and a program that allow passengers to easily experience the effect of improving fuel efficiency.

The information management device, system, information management method, and program according to the present invention employ the following configuration.
(1): An information management device according to one aspect of the present invention includes at least an internal combustion engine, an electric motor, and a battery, and selects one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. For a drivable hybrid vehicle, a travel plan for realizing a future optimal operating point is generated using at least travel route information of the hybrid vehicle, and energy consumption information regarding energy consumption of the hybrid vehicle based on the travel plan is generated. The apparatus includes a generation unit that generates the energy consumption information, and a communication unit that transmits information for displaying the energy consumption information to a display device.

(2): In the aspect of (1) above, the generation unit generates predicted fuel consumption of the internal combustion engine based on the travel plan as the energy consumption information.

(3): In the aspect of (1) above, the generation unit generates, as the energy consumption information, an expected fuel consumption based on the driving plan and an estimated fuel consumption when the hybrid vehicle travels the driving route indicated by the driving route information. This is to generate the difference between the actual fuel efficiency and the actual fuel efficiency.

(4): In the aspect of (1) above, the plurality of modes include a first mode in which the internal combustion engine is stopped and the vehicle runs with the output of the electric motor, and a generator generates electricity using the output of the internal combustion engine. The present invention also includes a second mode in which the vehicle travels with the output of the electric motor, and a third mode in which the output of the internal combustion engine is mechanically transmitted to the drive wheels.

(5): A system according to another aspect of the present invention includes at least an internal combustion engine, an electric motor, and a battery, and runs by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. A system for managing information regarding possible hybrid vehicles, the system comprising: a hybrid vehicle that transmits travel route information of the hybrid vehicle to a server device; and a system that uses at least the travel route information of the hybrid vehicle to generate a travel plan for realizing an optimal operating point of the hybrid vehicle, generate energy consumption information regarding energy consumption of the hybrid vehicle based on the travel plan, and transmit information for displaying the energy consumption information to a display device. The apparatus includes the server device and an application program that performs processing for displaying the received energy consumption information on a display device.

(6): In the information management method according to another aspect of the present invention, the computer includes at least an internal combustion engine, an electric motor, and a battery, and selects one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. For a hybrid vehicle that is capable of traveling by selecting, a travel plan for realizing a future optimal operating point is generated using at least the travel route information of the hybrid vehicle, and the energy consumption of the hybrid vehicle based on the travel plan is determined. It generates energy consumption information and transmits information for displaying the energy consumption information to a display device.

(7): A program according to another aspect of the present invention includes a computer equipped with at least an internal combustion engine, an electric motor, and a battery, and selects one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. For a hybrid vehicle capable of traveling in a manner similar to the above, a travel plan for realizing a future optimal operating point is generated using at least travel route information of the hybrid vehicle, and energy consumption related to energy consumption of the hybrid vehicle based on the travel plan is generated. This causes information to be generated and information for displaying the energy consumption information to be transmitted to a display device.

According to the aspects (1) to (7) above, it is possible to provide an information management device, a system, an information management method, and a program in which a passenger can easily feel the effect of improving fuel efficiency.

It is a block diagram of vehicle M. FIG. 1 is a configuration diagram showing the configuration of a system S including a vehicle M, an information management device 100, and a terminal device 300 according to a first embodiment. It is a figure which shows an example of SOCref(X). 2 is a configuration diagram of a short-term optimization unit 120. FIG. FIG. 3 is a diagram for explaining an example of processing contents of a short-term vehicle speed prediction unit 123. 6 is a diagram showing the contents of information derived by the mode-by-mode optimum operating point determination unit 140. FIG. FIG. 3 is a diagram for explaining processing of a mode selection unit 150. 7 is a diagram for explaining the effect of selecting mode M(t) by the function of mode selection unit 150. FIG. 3 is a diagram showing an example of a screen of an energy management application 310 displayed on a terminal device 300. FIG. 3 is a diagram showing another example of the screen of the energy management application 310 displayed on the terminal device 300. FIG. 3 is a diagram illustrating an example of a screen for a user to send feedback of the energy management application 310. FIG. 3 is a diagram illustrating an example of a screen for a user to communicate with an administrator of the energy management application 310. FIG. 3 is a diagram showing an example of the flow of processing executed by the information management device 100. FIG. FIG. 2 is a configuration diagram showing the configuration of a system S according to a second embodiment.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of an information management device, a system, an information management method, and a program of the present invention will be described with reference to the drawings.

<Vehicle>
FIG. 1 is a configuration diagram of a vehicle M according to this embodiment. Vehicle M is a hybrid vehicle that can switch between a series system and a parallel system. The series system is a system in which the engine and the drive wheels are not mechanically connected, the engine's power is used exclusively for power generation by a generator, and the generated power is supplied to the electric motor for driving. A parallel system is a system in which the engine and drive wheels can be connected mechanically (or via fluid such as a torque converter), and the engine power can be transmitted to the drive wheels or used for power generation. . Vehicle M can switch between the series system and the parallel system by connecting or disconnecting the lock-up clutch 14. The vehicle M may be a vehicle that allows plug-in charging of the battery.

Vehicle M includes, for example, an engine 10, a first motor (generator) 12, a lock-up clutch 14, a gearbox 16, a second motor (electric motor) 18, a brake device 20, and drive wheels 25. , a first converter 30, a second converter 32, a VCU (Voltage Control Unit) 40, a battery 50, and a battery ECU (Electronic Control Unit) 54 are installed. Other configurations will be explained with reference to the following text or FIG. 2 as appropriate.

The engine 10 is an internal combustion engine that outputs power by burning fuel such as gasoline. The engine 10 is, for example, a reciprocating engine that includes a cylinder, a piston, an intake valve, an exhaust valve, a fuel injection device, a spark plug, a connecting rod, a crankshaft, and the like. Further, the engine 10 may be a rotary engine.

The first motor 12 is, for example, a three-phase alternating current generator. The first motor 12 has a rotor connected to an output shaft (for example, a crankshaft) of the engine 10, and generates electricity using the power output from the engine 10. The output shaft of the engine 10 and the rotor of the first motor 12 are connected to the driving wheel 25 side via the lock-up clutch 14 .

The lock-up clutch 14 operates in a state in which the output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side (hereinafter referred to as a "connected state") and in a state in which the output shaft of the engine 10 and the rotor of the first motor 12 are connected to the drive wheel 25 side in accordance with instructions from the PCU 30. switches between the separated state (hereinafter referred to as the separated state).

Gearbox 16 is a transmission. The gearbox 16 changes the speed of the power output by the engine 10 and transmits it to the drive wheels 25 side. The speed ratio of the gearbox 16 is specified by the vehicle control device 90, which is a CPU that controls the operation of the vehicle M, for example.

The second motor 18 is, for example, a three-phase AC motor. The rotor of the second motor 18 is connected to the drive wheel 25 . The second motor 18 outputs power to the drive wheels 25 using the supplied electric power. A reduction gear that can change the reduction ratio may be provided between the second motor 18 and the drive wheels 25. The second motor 18 generates electricity using the kinetic energy of the vehicle when the vehicle is decelerated. Hereinafter, the power generation operation by the second motor 18 may be referred to as regeneration.

The brake device 20 includes, for example, a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, and an electric motor that generates hydraulic pressure in the cylinder. The brake device 20 may include, as a backup mechanism, a mechanism that transmits the hydraulic pressure generated by operating the brake pedal to the cylinder via the master cylinder. Note that the brake device 20 is not limited to the configuration described above, and may be an electronically controlled hydraulic brake device that transmits the hydraulic pressure of the master cylinder to the cylinder.

The first converter 30 and the second converter 32 are, for example, AC-DC converters. DC side terminals of the first converter 30 and the second converter 32 are connected to the DC link DL. A battery 50 is connected to the DC link DL via a VCU 40. The first converter 30 converts alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL, or converts direct current supplied via the direct current link DL into alternating current and converts the alternating current generated by the first motor 12 into direct current and outputs it to the direct current link DL. supply to. Similarly, the second converter 32 converts the alternating current generated by the second motor 18 into direct current and outputs it to the direct current link DL, or converts the direct current supplied via the direct current link DL into alternating current and converts it into direct current. 2 motor 18.

VCU 40 is, for example, a DC-DC converter. VCU 40 boosts the power supplied from battery 50 and outputs it to DC link DL.

The battery 50 is a secondary battery such as a lithium ion battery or an all-solid battery. A battery sensor 52 is attached to the battery 50. Battery sensor 52 includes a voltage sensor, a current sensor, a temperature sensor, and the like. The detected value of battery sensor 52 is output to battery ECU 54. The battery ECU 54 calculates the SOC (State of Charge) of the battery 50 using various methods, such as a method of comparing the integral value of the charging/discharging current and ΔSOC simply derived from the voltage, and stores the SOC information. Output to vehicle control device 90.

[Various driving modes]
Hereinafter, the driving mode (hereinafter simply referred to as mode) of the vehicle M will be explained. The following modes exist.

(1) EV driving mode (EV)
In the EV driving mode, the vehicle control device 90 disengages the lock-up clutch 14, drives the second motor 18 using the electric power supplied from the battery 50, and uses the power from the second motor 18 to drive the vehicle. .

(2) Series hybrid driving mode (ECVT)
In the series hybrid driving mode, the vehicle control device 90 disengages the lock-up clutch 14, supplies fuel to the engine 10 to operate it, and provides the electric power generated by the first motor 12 to the battery 50 and the second motor 18. do. Then, the second motor 18 is driven using the electric power supplied from the first motor 12 or the battery 50, and the vehicle is driven by the power from the second motor 18.

(3) Engine drive driving mode (LU)
In the engine drive driving mode, the vehicle control device 90 connects the lock-up clutch 14, causes the engine 10 to operate while consuming fuel, and transmits at least a portion of the power output by the engine 10 to the drive wheels 25. Run the vehicle. At this time, the second motor 18 may output to the drive wheels 25 the amount of power that is insufficient from the power output by the engine 10 alone. The engine drive driving mode realizes a parallel system.

(4) Regeneration During regeneration, the vehicle control device 90 disengages the lock-up clutch 14 and causes the second motor 18 to generate electricity using the kinetic energy of the vehicle. The generated power during regeneration is stored in the battery 50 or discarded by a power waste operation.

[First embodiment]
FIG. 2 is a configuration diagram showing the configuration of a system S including a vehicle M, an information management device 100, and a terminal device 300 according to the first embodiment. Vehicle M is further equipped with a driving operator 60, an operation detection sensor 62, a vehicle sensor 64, a camera 70, a communication device 72, and a navigation device 80. Note that the controlled device 200 includes some or all of the engine 10, the brake device 20, the first converter 30, the second converter 32, and the VCU 40. When controlling these controlled devices 200, an individual control device such as an engine ECU or a motor ECU may be interposed, but a description of this is omitted in this specification, and the vehicle control device 90 controls the controlled devices. 200 will be explained as being directly controlled. Further, the vehicle control device 90 may be a concept that includes individual control devices.

The driving controls 60 include an accelerator pedal, a brake pedal, a shift lever, a steering wheel, and the like. An operation detection sensor 62 is attached to the driving operator 60 . The operation detection sensor 62 includes an accelerator opening sensor, a brake depression amount sensor, a shift position detection sensor, a steering torque sensor, and the like. The operation detection sensor 62 detects the amount of operation performed on the driving operator 60 (may be in units of displacement or units of force), and transmits information on the amount of operation to the vehicle. Output to the control device 90. The amount of operation includes the accelerator opening degree (hereinafter referred to as accelerator opening degree AC), the amount of brake depression, the shift position, the steering torque, and the like.

Vehicle sensor 64 includes, for example, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and the like. Vehicle sensor 64 outputs information on detected vehicle speed (hereinafter referred to as vehicle speed V), acceleration, and angular velocity to vehicle control device 90 .

The camera 70 images the scenery in the traveling direction (front) of the vehicle M. The camera 70 is installed at a position where it can image a vehicle in front that is moving in the same direction as the vehicle M in the same lane as the vehicle M. The camera 70 is, for example, a digital camera having an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor), and repeatedly images the scenery in the direction in which the vehicle M is traveling.

The communication device 72 communicates with a communication device outside the vehicle M using, for example, a cellular network, a Wi-Fi network, or a short range communication standard such as DSRC (Dedicated Short Range Communications). External communication devices may include roadside equipment, other vehicles, and the like. Furthermore, if permission is obtained from the user of the terminal device 300, the communication device 72 transmits, via the network NW, various information (e.g., departure point, destination, , vehicle speed data, gradient data, fuel consumption, image data captured by the camera 70, etc.) are transmitted to the information management device 100.

Note that in FIG. 2, for simplicity of explanation, the vehicle M, the information management device 100, and the terminal device 300 are illustrated as being connected by a common network NW. However, the present invention is not limited to such a configuration, and the vehicle M, the information management device 100, and the terminal device 300 may be connected through separate networks (for example, a cellular line, Wifi, Bluetooth, etc.). It's fine.

The navigation device 80 includes, for example, a positioning section 81, an HMI (Human Machine Interface) 82, a destination estimating section 83, a route searching section 84, and a route guiding section 85. The navigation device 80 holds map information 87 in a storage device such as an HDD (Hard Disk Drive) or flash memory. The positioning unit 81 includes, for example, a GNSS receiver. The positioning unit 81 identifies the position of the vehicle M based on signals received from GNSS satellites. The position of the vehicle M may be specified or complemented by an INS (Inertial Navigation System) using the output of the vehicle sensor 64. The HMI 82 includes a display device, a speaker, a touch panel, keys, and the like. The destination estimating unit 83 estimates the destination of the vehicle M based on the vehicle M's usual route. The route search unit 84 uses, for example, the position of the vehicle M specified by the positioning unit 81 (or any input position) that is input by the occupant using the HMI 82 or estimated by the destination estimation unit 83. The route to the destination is determined with reference to the map information 87. The map information 87 is, for example, information in which a road shape is expressed by links indicating roads and nodes connected by the links. The map information 87 may include information on the legal speed of the link, road gradient, and road curvature. The route guidance unit 85 performs route guidance using the HMI 52 so that the vehicle M can move along the route. The navigation device 80 may be realized, for example, by the functions of a terminal device such as a smartphone or a tablet terminal owned by a passenger. The navigation device 80 may transmit the current position and destination to the navigation server via the communication device 72 and obtain a route from the navigation server, and may also send the map information 87 to the map via the communication device 72 as necessary. It may be acquired as appropriate from the providing server. In addition to the functions described above, the navigation device 80 outputs necessary information to the vehicle control device 90 in response to inquiries from the vehicle control device 90. Some of the functions of the navigation device 80 may be included in the vehicle control device 90.

<Information management device>
The information management device 100 includes, for example, a long-term optimization section 110, a short-term optimization section 120, and a communication section 170. The long-term optimization unit 110 includes, for example, a long-term vehicle speed prediction unit 112 and an SOC plan calculation unit 114. The detailed configuration of the short-term optimization unit 120 will be explained using FIG. 3. These components are realized by, for example, a hardware processor such as a CPU (Central Processing Unit) executing a program (software). Some or all of these components are hardware (circuit parts) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), and GPU (Graphics Processing Unit). (including circuitry), or may be realized by collaboration between software and hardware. The program may be stored in advance in a storage device (a storage device equipped with a non-transitory storage medium) such as an HDD or a flash memory, or a removable storage medium (a non-transitory storage device) such as a DVD or CD-ROM. The software may be installed by attaching the storage medium to a drive device.

<Long-term optimization>
The long-term optimization unit 110 starts processing at a timing when the vehicle M starts traveling, such as when the system of the vehicle M is activated or when the destination of the vehicle M is determined. If permission is obtained from the user of the terminal device 300, the long-term optimization unit 110 collects various information (for example, departure point, destination, vehicle speed data, gradient data, (fuel consumption amount, image data captured by the camera 70, etc.) are acquired from the information management device 100.

The long-term vehicle speed prediction unit 112 predicts the vehicle speed of the vehicle M when passing through each point on the route determined by the route search unit 84. For example, the long-term vehicle speed prediction unit 112 predicts the vehicle speed based on the legal speed, road gradient, road curvature information, traffic jam information, etc. included in the map information. Hereinafter, this will be referred to as long-term predicted vehicle speed V#. The long-term vehicle speed prediction unit 112 predicts the long-term predicted vehicle speed V# for each traveling distance X (or for each unit time, the same applies hereinafter), which is set as a discrete value in predetermined increments, for example.

The SOC plan calculation unit 114 determines the SOC transition for suppressing deterioration of the battery 50 while improving the energy consumption amount, based on the long-term predicted vehicle speed V#, for each mileage X. Hereinafter, this will be referred to as SOCref. For example, the SOC plan calculation unit 114 first refers to the vehicle model to obtain the output Pd of the vehicle M for each traveling distance , the mode (EV/ECVT/LU) is determined for each mileage X by a method similar to the short-term optimization unit 120 described later, and the mileage is determined based on the charging/discharging current of the battery 50 calculated as a result. Calculate the SOC for each X (cycle simulation). The coefficient λ determines whether emphasis is placed on energy consumption or bringing the SOC closer to the target value (as a result, suppressing deterioration of the battery 50) in the evaluation function H that evaluates the running state of the vehicle M. This is a coefficient for determining. The details will be explained in the short-term optimization section 120.

The vehicle model is a function that indicates the relationship between the drive shaft output power Pd that should be output to achieve the long-term predicted vehicle speed V#, the long-term predicted vehicle speed V#, and the specification information of the vehicle M. The vehicle model is expressed, for example, by the following equations (1) and (2). In the formula, MF is the shaft end driving force of the second motor 18, a, b, and c are running resistance calculation coefficients, M is the assumed weight of the vehicle M (assuming two passengers), g is the gravitational acceleration, and θ is the road gradient. , TME is the efficiency of the gearbox 16, and ML is the loss of the second motor 18.

MF={(a+b・V#+c・V# ² )+M・g・sinθ}/TME...(1)
Pd=MF・V+ML...(2)

The SOC plan calculation unit 114 changes the coefficient λ in various ways and selects a coefficient λ that gives the SOC of the vehicle M a target value (for example, 50%) when the vehicle M reaches the destination. Then, the SOC plan calculation unit 114 determines the transition of the SOC under the condition of the selected λ as the target SOC, SOCref, and outputs it to the short-term optimization unit 120. Hereinafter, SOCref for each traveling distance X will be expressed as SOCref(X). FIG. 3 is a diagram showing an example of SOCref(X). The reason why SOCref (X) tends to gradually decrease and asymptotically reach around 50% is because plug-in hybrid vehicles are charged while parked and often start off with a high SOC. , represents that the battery 50 can be brought closest to a state in which deterioration does not progress.

<Short-term optimization>
FIG. 4 is a configuration diagram of the short-term optimization unit 120. The short-term optimization unit 120 includes, for example, a forward situation acquisition unit 121, a preceding vehicle recognition unit 122, a short-term vehicle speed prediction unit 123, an SOC/λ instruction unit 130, an integration unit 131, a feedback calculation unit 132, It includes an optimum operating point determination section 140 for each mode, a mode selection section 150, and a control section 160.

The forward situation acquisition unit 121 acquires information such as the legal speed, road gradient, road curvature, distance to a traffic light, traffic light status, time until the traffic light status changes, and distance to a temporary stop position. The forward situation acquisition unit 121 acquires this information by referring to map information using the positioning result of the positioning unit 81 or from an external information distribution server via the communication unit 170. The state of the traffic light may be obtained by analyzing an image captured by the camera 70.

The preceding vehicle recognition unit 122 recognizes the distance and relative speed between the vehicle M and the preceding vehicle by, for example, receiving an image captured by the camera 70 from the vehicle M and analyzing it. The vehicle-in-front recognition unit 122 may receive the output of a radar device (not shown) or LIDAR (Light Detection and Ranging) of the vehicle M to recognize the distance and relative speed between the vehicle M and the vehicle in front.

FIG. 5 is a diagram for explaining an example of the processing content of the short-term vehicle speed prediction unit 123. For example, the short-term vehicle speed prediction unit 123 uses various information acquired by the forward situation acquisition unit 121 and the preceding vehicle recognition unit 122, and the vehicle speed at at least one previous control timing among the repeatedly occurring control timings. By inputting to an RNN (Recurrent Neural Network), the vehicle speed (future vehicle speed) at each control timing from the current (Coming) control timing to the control timing n times after the current control timing is predicted. Hereinafter, these will be referred to as predicted vehicle speeds V(t) to V(t+n). Various information in the future than the current control timing is pre-read information. The look-ahead information may be generated using a method such as a Kalman filter, for example, the time until the state of a traffic light changes may be calculated by subtracting the period of the control timing, or it may be calculated by subtracting the period of the control timing, or the distance to the temporary stop position. may be calculated assuming that the current vehicle speed V(t) continues.

Once the predicted vehicle speeds V(t) to V(t+n) are determined, the drive shaft output power to achieve the predicted vehicle speeds V(t) to V(t+n) is determined using the aforementioned vehicle model, slope information, etc. . Hereinafter, these will be referred to as predicted drive shaft output powers Pd(t) to Pd(t+n). The short-term vehicle speed prediction unit 123 calculates this and outputs the predicted vehicle speed V(t) to V(t+n) and the predicted drive shaft output power Pd(t) to Pd(t+n) to the optimum operating point determination unit 140 for each mode. do.

The SOC/λ instruction unit 130 determines an instruction value SOCref(t) and an instruction value λref(t) at the current control timing. The SOC/λ instruction unit 130 stores the travel distance of the vehicle M (accumulated value up to the present) X(t), which is calculated by integrating the vehicle speed V(t) acquired from the vehicle sensor 64 by the integrating unit 131. is input. As mentioned above, SOCref(X) is determined as a value for each mileage X, so the SOC/λ instruction unit 130 uses the value corresponding to mileage X out of SOCref(X) as an instruction for the current control timing. The value SOCref(t) is determined.

Further, the SOC/λ instruction unit 130 determines the instruction value λref(t) using an arbitrary method. The SOC/λ instruction unit 130 may set the instruction value λref(t) to a fixed value, or may determine it according to the temperature of the battery 50 or the like.

A value ΔSOC(t) obtained by subtracting the measured value SOC(t) input from the battery ECU 54 from SOCref(t) is input to the feedback calculation unit 132. The feedback calculation unit 132 determines the correction amount Δλ(t) of the coefficient λ so that the absolute value |SOC(t)| of ΔSOC(t) approaches zero. The processing of the feedback calculation unit 132 is expressed, for example, by a PI control equation shown in equation (3). Kp is the gain of the proportional term, and Ki is the gain of the integral term, both of which are positive values. As will be described later, the coefficient λ determines the degree to which the difference between SOCref(t) and SOC(t) is evaluated in the evaluation function H, so when the coefficient λ is increased, |SOC(t)| becomes zero. It acts to make it easier to approach.

Δλ(t)=Kp×|ΔSOC(t)|+Ki×∫|ΔSOC(t)|dt…(3)

The correction amount Δλ(t) of the coefficient λ is added to the instruction value λref(t) and input to the optimum operating point determination unit 140 for each mode as the coefficient λ(t) of the current control timing.

The mode-by-mode optimal operating point determination unit 140 determines the optimal operating point that minimizes the evaluation function H for each of the plurality of modes. The optimum operating point determination unit 140 for each mode includes the SOC(t) and coefficient λ(t) of the current cycle, predicted vehicle speeds V(t) to V(t+n), and predicted drive shaft output powers Pd(t) to Pd(t+n). ), and the battery output upper limit value Pblim(t) from the battery ECU 54 are input. The battery output upper limit value Pblim(t) is a value calculated by the battery ECU 54 based on the temperature, SOC, etc. of the battery 50, and indicates the upper limit of the power that the battery 50 can charge and discharge per unit time. The optimum operating point determining unit 140 for each mode uses the input information as a constraint condition, refers to the pre-calculation result map 141, and determines the optimum operating point for each mode and each control timing from the current control timing to the control timing n times later. Drive shaft output power Pd(t) to Pd(t+n) and engine rotational speed ωg(t) to ωg(t+n) that minimize the evaluation function H expressed by equation (4), and the minimum evaluation function H (t) to H(t+n) are derived. In the formula, u(t) is energy consumption (or energy consumption rate per distance traveled or time), and f{ΔSOC(t)} is a function that returns a larger value as ΔSOC(t) becomes larger. . The smaller the value of the evaluation function H, the smaller the energy consumption, and the more the battery 50 is charged and discharged in accordance with the initially set target SOC (that is, the better). FIG. 6 is a diagram showing the contents of information derived by the optimum operating point determination unit 140 for each mode. In the following description, n=4. The optimum operating point determination unit 140 for each mode sends the drive shaft output power Pd(t) and engine rotation speed ωg(t) (hereinafter referred to as the optimum operating point) for each mode to the control unit 160, and determines the minimum evaluation for each mode. The functions minH(t) to H(t+4) are output to the mode selection unit 150, respectively.

H=u(t)+λ(t)×f{ΔSOC(t)}…(4)

The pre-computation result map 141 shows the drive shaft output power and engine rotation speed that minimize the evaluation function H for various combinations of vehicle speed, drive shaft output power, and battery output upper limit for each mode and each coefficient λ. , and the minimum evaluation function H are associated information.

The mode selection unit 150 selects an optimal mode transition between control timings t to t+4 based on the input information, and selects a portion of the selected mode transition corresponding to the current control timing t as a mode. It is output to the control unit 160 as M(t). FIG. 7 is a diagram for explaining the processing of the mode selection unit 150. Assuming that a mode can be arbitrarily selected at each of the control timings t to t+4, there are 243 combinations of mode selections (hereinafter referred to as paths), which is 3 to the 5th power. The mode selection unit 150 selects ΣminH, which is the sum of the minimum values minH of the evaluation function H, and the cycle The evaluation value Epath is calculated by adding the penalty value ΣPt for the mode change between the two (Equation (5)), and the path with the smallest evaluation value Epath is selected. Note that the mode selection unit 150 may obtain the evaluation value Epath for all possible paths, or may exclude some paths from the processing target due to some restrictions.

Epath=ΣminH+ΣPt…(5)

The penalty value Pt is set in advance so that the value differs depending on which mode is changed to which mode compared to the previous control timing. For example, when changing the mode, starting the engine 10 and adjusting the rotation speed/torque takes the most time, so changing the mode from EV to LU has the largest penalty value, followed by adjusting the rotation speed/torque of the engine 10. The second largest penalty value is imposed on a mode change from ECVT to LU that requires , and the third largest penalty value is imposed on a mode change from EV to ECVT that requires only engine starting. On the other hand, regarding the change to EV, since it does not take much time for the second motor 18 to start operating, a small penalty value is imposed (or no penalty value is imposed).

In this way, when the path with the smallest evaluation value Epath considering the minimum value minH of the evaluation function and the penalty value Pt for mode change is selected, the mode selection unit 150 selects the path corresponding to the current control timing t in the selected path. The mode is output as the mode M(t) of the current control timing.

By performing control in this way, instead of simply selecting "the mode with the smallest evaluation function H at the current control timing t", it is possible to "evaluate the operation up to the next control timing n times in the future". The mode M(t) of the current control timing is selected based on the guideline "Which mode should be selected at the current control timing t in order to make the evaluation value Epath the best value?" FIG. 8 is a diagram for explaining the effect of selecting mode M(t) by the function of mode selection section 150. In the figure, the cumulative evaluation value means the evaluation value Epath obtained only from the control timing t to the control timing. As shown in the figure, the minimum value minH at the control timing t is that minH_EV is the smallest, and minH_ECVT and minH_LU are the same. However, after control timing t+1, minH_ECVT or minH_LU is larger than minH_EV. As a result, when focusing on the minimum value minH, it is best to select EV at control timing t and ECVT or LU after t+1 (path (1)), but change from EV to ECVT or LU at control timing t+1. As a result, a penalty occurs because it is necessary to start the engine 10 at control timing t+1, and as a result, the evaluation is lower than when ECVT or LU is consistently selected from control timing t (path (2)). The value Epath becomes large. In such a case, the mode selection unit 150 does not select EV as mode M(t), but selects ECVT or LU as mode M(t). As a result, it is possible to execute a simulation that more suitably achieves both the reduction of energy consumption and the charge/discharge control of the battery 50 in accordance with the SOC plan.

<Terminal device>
The terminal device 300 is, for example, a smartphone or a tablet terminal, and is equipped with an energy management application 310. The energy management application 310 sends vehicle data (for example, departure point, destination, vehicle speed data, gradient data, fuel consumption amount, image captured by the camera 70) to the communication device 72 of the vehicle M via the network NW in accordance with the user's permission. data, etc.) to be transmitted to the information management device 100.

FIG. 9 is a diagram showing an example of a screen of the energy management application 310 displayed on the terminal device 300. FIG. 9 shows, for example, a scene where the user starts the energy management application 310 of the terminal device 300 for the first time. As shown in FIG. 9, when the user starts the energy management application 310 of the terminal device 300 for the first time, the energy management application 310 determines whether to allow the information management device 100 described above to transmit the vehicle data necessary to execute the simulation. Display the inquiry screen.

When the user selects to permit the transmission of vehicle data on the terminal device 300 (in the case of FIG. 9, when the YES button is pressed), the energy management application 310 communicates with the communication device 72 of the vehicle M via the network NW. Then, information indicating that the user has given permission for transmission of vehicle data is transmitted to the communication unit 170 of the information management device 100. At this time, the energy management application 310 may receive transmission permission for each information item of vehicle data, rather than receiving permission from the user to transmit vehicle data all at once. For example, the energy management application 310 may accept permission to transmit only some data among information items such as the departure point, destination, vehicle speed data, slope data, fuel consumption, and data captured by the camera 70.

When the energy management application 310 transmits information to the communication device 72 of the vehicle M and the communication unit 170 of the information management device 100 indicating that the user has given permission to transmit vehicle data, the communication device 72 of the vehicle M The vehicle data is transmitted to the communication unit 170 of the information management device 100 as appropriate (for example, during startup of the system of the vehicle M).

When the communication unit 170 of the information management device 100 receives the vehicle data of the vehicle M, the long-term optimization unit 110 and the short-term optimization unit 120 execute the above-described simulation based on the received vehicle data. The simulation executed at this time may be only the simulation by the long-term optimization unit 110. When the long-term optimization unit 110 and the short-term optimization unit 120 complete the simulation, the communication unit 170 transmits the execution results of the simulation to the energy management application 310 via the network NW, and displays them.

FIG. 10 is a diagram showing another example of the screen of the energy management application 310 displayed on the terminal device 300. FIG. 10 shows a scene where the energy management application 310 displays the difference between the energy consumption when the user actually drives the vehicle M and the energy consumption when the user runs the vehicle M according to the simulation. There is. The energy management application 310 calculates the fuel efficiency of the vehicle M based on these energy consumption amounts and displays it on the terminal device 300. In this way, by displaying the difference between the fuel efficiency based on an individual user's driving record and the fuel efficiency based on the simulation, the user can more easily feel the fuel efficiency improvement effect, and can use the energy management application 310 or apply the simulation to the actual vehicle. Can increase motivation for application. In addition to the difference in fuel efficiency, the energy management application 310 may display, for example, a difference in the degree of deterioration of the battery 50 based on the change in the SOC of the battery 50.

Note that, on the screen shown in FIG. 9, when the user selects on the terminal device 300 not to permit the transmission of vehicle data, the energy management application 310 communicates with the communication device 72 of the vehicle M via the network NW. Information indicating that the user has not authorized transmission of vehicle data is transmitted to the communication unit 170 of the management device 100. In that case, the information management device 100 may not execute the simulation or may execute the simulation using only the vehicle data that is permitted to be transmitted. For example, if only the speed data of vehicle M is not permitted to be transmitted, the information management device 100 assumes that vehicle M is traveling at the legal speed and sends other vehicle data that is permitted to be transmitted. can be used to perform simulations.

As shown in FIG. 10, the energy management application 310 has, for example, a button B1 on the terminal device 300 for sending feedback of the energy management application 310, and a button B1 for communicating with the operator of the energy management application 310 (in FIG. 10, an engineer as an example). Display button B2. When the user of the energy management application 310 clicks button B1 or B2, the energy management application 310 transitions the screen of the terminal device 300 to a screen for feedback or communication.

FIG. 11 is a diagram showing an example of a screen for the user to send feedback of the energy management application 310. FIG. 11 shows a screen that changes when the user clicks button B1 on the screen shown in FIG. 10, for example. As shown in FIG. 11, the user may, for example, input evaluations of various items of the energy management application 310 (in FIG. 11, functionality, visibility, amount of information as examples) and input opinions as text information in the text box TX. You can send feedback by.

When the user inputs the content of the feedback and presses the send button B3, the energy management application 310 transmits the input content of the feedback to the communication unit 170 via the network NW. When the communication unit 170 receives feedback from the energy management application 310, the administrator of the information management device 100 can check the content of the feedback and utilize it to improve the energy management application 310. Note that the feedback input method is not limited to the format and function shown in FIG. 11, and may be implemented using any interface such as radio buttons, check boxes, pull-downs, etc.

FIG. 12 is a diagram showing an example of a screen for the user to communicate with the administrator of the energy management application 310. FIG. 12 shows a chat screen that changes when the user clicks button B2 on the screen shown in FIG. 10, for example. As shown in FIG. 12, the user can communicate with the administrator of the energy management application 310 (in FIG. 12, an engineer as an example) by inputting requests and questions regarding the functions of the energy management application 310 on the chat screen, for example. can. The administrator of the information management device 100 can check the content of the chat, answer the user's questions, and use it to improve the energy management application 310.

Although FIG. 12 shows an example in which a text-based chat function is implemented, the present invention is not limited to such a configuration. For example, a voice or video call function may be implemented in the energy management application 310. may have been done. Even in this case, the administrator of the information management device 100 can answer the user's questions and utilize the information to improve the energy management application 310 based on the content of the call.

Next, the flow of processing executed by the information management device 100 will be described with reference to FIG. 13. FIG. 13 is a diagram illustrating an example of the flow of processing executed by the information management device 100. The processing in this flowchart is executed, for example, when the user of the terminal device 300 installs the energy management application 310 and starts it up for the first time.

First, the information management device 100 inquires of the user via the energy management application 310 whether or not to permit transmission of vehicle data (step S100). Next, the information management device 100 determines whether the user has permitted transmission of vehicle data via the energy management application 310 (step S102). If it is determined that the user has not authorized the transmission of vehicle data, the information management device 100 ends the processing of this flowchart.

On the other hand, if it is determined that the user has permitted transmission of the vehicle data, the information management device 100 receives the vehicle data from the communication device 72 of the vehicle M (step S104). Next, the information management device 100 executes a simulation using the long-term optimization unit 110 and the short-term optimization unit 120 based on the received vehicle data (step S106). The information management device 100 transmits the simulation execution result to the terminal device 300, and the energy management application 310 of the terminal device 300 displays the simulation execution result (step S108). This completes the processing of this flowchart.

Note that in the above embodiment, the energy management application 310 is described as being installed in a terminal device. However, the present invention is not limited to such a configuration, and the functions of the energy management application 310 described above may be implemented in the navigation device 80 of the vehicle M. In this case, the user inputs to the information management device 100 via the HMI 82 of the navigation device 80 whether or not to permit the transmission of vehicle data, and if the user permits the transmission of vehicle data, the communication device 72 , the vehicle data will be transmitted to the information management device 100.

According to the present embodiment described above, the energy management application 310 inquires of the user whether or not to permit transmission of vehicle data, and if the transmission of vehicle data is permitted by the user, the information management device 100 executes a simulation based on the transmitted vehicle data and causes the energy management application 310 to display the execution results of the simulation. This makes it easier for the occupants to feel the fuel efficiency improvement effect.

[Second embodiment]
In the first embodiment, the function of the information management device 100 that executes the simulation is installed in a server device that exists outside the vehicle M. In the second embodiment, the function of the energy management application 310 is realized without external communication of vehicle data by installing the function of the information management device 100 that executes simulation in the vehicle M. The second embodiment will be described below, focusing on the differences from the first embodiment.

FIG. 14 is a configuration diagram showing the configuration of the system S according to the second embodiment. Unlike the configuration shown in FIG. 2, the vehicle M in the system S according to the second embodiment includes a long-term optimization section 110 and a short-term optimization section 120. That is, when the user allows the use of vehicle data for simulation on the energy management application 310, the vehicle M uses the long-term optimization unit 110 and the short-term optimization unit 120 to Run the simulation. The communication device 72 transmits the simulation execution results to the energy management application 310 and displays them.

On the other hand, as described with reference to FIGS. 10 to 12, the energy management application 310 realizes feedback from the user and execution of chat by communicating with the information management device 100. With the configuration of the second embodiment as well, the functions of the energy management application 310 can be realized.

The embodiment described above can be expressed as follows.
a storage medium for storing computer-readable instructions;
a processor connected to the storage medium;
the processor executing the computer-readable instructions to:
Regarding a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery and that can travel in one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor, at least travel route information of the hybrid vehicle is stored. generating a driving plan for realizing a future optimal operating point using the driving plan, and generating energy consumption information regarding energy consumption of the hybrid vehicle based on the driving plan;
transmitting information for displaying the energy consumption information to a display device;
Information management device.

Although the mode for implementing the present invention has been described above using embodiments, the present invention is not limited to these embodiments in any way, and various modifications and substitutions can be made without departing from the gist of the present invention. can be added.

10 Engine 12 First motor 14 Lock-up clutch 18 Second motor 50 Battery 90 Vehicle control device 100 Information management device 110 Long-term optimization section 120 Short-term optimization section 121 Front situation acquisition section 122 Front vehicle recognition section 123 Short-term vehicle speed prediction section 130 SOC/λ instruction section 131 Integration section 132 Feedback calculation section 140 Optimum operating point determination section for each mode 150 Mode selection section 160 Control section 170 Communication section 300 Terminal device 310 Energy management application

Claims (7)

Regarding a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery and that can travel in one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor, at least travel route information of the hybrid vehicle is stored. a generation unit that generates a driving plan for realizing a future optimal operating point using the driving plan, and generates energy consumption information regarding energy consumption of the hybrid vehicle based on the driving plan;
a communication unit that transmits information for displaying the energy consumption information to a display device;
Information management device. The generation unit generates expected fuel efficiency of the internal combustion engine based on the travel plan as the energy consumption information.
An information management device according to claim 1. The generation unit generates, as the energy consumption information, a difference between the expected fuel efficiency based on the driving plan and the actual fuel efficiency when the hybrid vehicle travels a driving route indicated by the driving route information.
An information management device according to claim 1. The plurality of modes include a first mode in which the internal combustion engine is stopped and the vehicle runs with the output of the electric motor; a second mode in which the internal combustion engine is used to generate electricity with a generator and the vehicle runs with the output of the electric motor; a third mode in which the output of the internal combustion engine is mechanically transmitted to drive wheels;
The information management device according to claim 1. A system that includes at least an internal combustion engine, an electric motor, and a battery, and that manages information regarding a hybrid vehicle that can run by selecting one from a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor. ,
The system includes:
the hybrid vehicle transmitting travel route information of the hybrid vehicle to a server device;
generating a driving plan for realizing a future optimal operating point using at least driving route information of the hybrid vehicle; generating energy consumption information regarding energy consumption of the hybrid vehicle based on the driving plan; the server device that transmits information for displaying to a display device;
an application program that performs processing for displaying the received energy consumption information on a display device;
system. The computer is
Regarding a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery and that can travel in one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor, at least travel route information of the hybrid vehicle is stored. generating a driving plan for realizing a future optimal operating point using the driving plan, and generating energy consumption information regarding energy consumption of the hybrid vehicle based on the driving plan;
transmitting information for displaying the energy consumption information to a display device;
Information management method. to the computer,
Regarding a hybrid vehicle that is equipped with at least an internal combustion engine, an electric motor, and a battery and that can travel in one of a plurality of modes corresponding to a combination of operating states of the internal combustion engine and the electric motor, at least travel route information of the hybrid vehicle is stored. generating a driving plan for realizing a future optimal operating point using the driving plan, and generating energy consumption information regarding energy consumption of the hybrid vehicle based on the driving plan,
causing a display device to transmit information for displaying the energy consumption information;
program.

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