JP2023177632A - Effect calculation apparatus - Google Patents

Abstract

To contribute to appropriate reduction in fuel consumption in accordance with a traveling state of a vehicle.SOLUTION: An effect calculation apparatus 2 comprises: a vehicle-speed pattern generation unit (52) that generates a vehicle-speed variation pattern for a vehicle; an energy conservation setting unit (51) that specifies energy conservation means for saving consumption energy consumed in the vehicle; and an energy calculation unit (55) that calculates each of an application effect indicating the consumption energy when the energy conservation means is applied to the vehicle-speed variation pattern and a non-application effect indicating the consumption energy when the energy conservation means is not applied to the vehicle-speed variation pattern.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to an effect calculation device.

2. Description of the Related Art A device described in Patent Document 1 below has been proposed as a driving support device that notifies a driver of a method for driving with low fuel consumption. The driving support device described in Patent Document 1 below determines whether or not the vehicle is in a high fuel consumption driving state based on the history of vehicle information from a sensor group. If the driving support device determines that the vehicle is in a high fuel consumption driving state, it generates low fuel consumption driving teaching information that is teaching information for entering a low fuel consumption driving state based on the history of vehicle information. The driving support device notifies the driver of the generated fuel-efficient driving teaching information.

Japanese Patent Application Publication No. 2011-210084

In Patent Document 1, regardless of the driving mode of the vehicle, it is determined whether or not the vehicle is in a high fuel consumption driving state based on a uniform standard. For example, when determining that the vehicle is in a high fuel consumption driving state when the acceleration of the vehicle is above a certain level, even when driving in a city where there are many accelerations and decelerations over the entire travel distance, Even when driving on a highway where the frequency of deceleration is low, the vehicle is uniformly determined to be in a high fuel consumption driving state. However, while suppressing vehicle acceleration has a high degree of contribution to improving fuel efficiency when driving in the city, suppressing vehicle acceleration has a low degree of contribution to improving fuel efficiency when driving on a highway.

Therefore, in the invention described in Patent Document 1, there is a possibility that the driver is forced to drive with low fuel consumption, which actually has a low contribution, and it is not necessarily possible to realize an effective reduction in fuel consumption. Further, in the invention described in Patent Document 1, effective judgment cannot be made until data is accumulated, so the fuel consumption reduction effect cannot be known, for example, before the start of use.

An object of the present disclosure is to provide an effect calculation device that can contribute to reducing fuel consumption appropriately depending on the driving state of a vehicle.

The present disclosure is an effect calculation device that includes a vehicle speed pattern generation unit (52) that generates a vehicle speed fluctuation pattern of a vehicle on a travel route specified by travel route information, and an energy saving means that saves energy consumed by the vehicle. an energy saving setting unit (51) for specifying an energy saving setting unit (51); an application effect indicating energy consumption when the energy saving means is applied to the vehicle speed fluctuation pattern; and a non-application effect indicating the energy consumption when the energy saving means is not applied to the vehicle speed fluctuation pattern; and an energy calculation unit (55) that calculates each of the following.

According to the present disclosure, it is possible to provide an effect calculation device that can contribute to reducing fuel consumption appropriately depending on the driving state of a vehicle.

FIG. 1 is a block configuration diagram for explaining an effect calculation device according to this embodiment. FIG. 2 is a flowchart for explaining an information processing flow using the effect calculation device shown in FIG. FIG. 3 is a diagram for explaining an example of a vehicle speed fluctuation pattern to which the energy saving means is applied. FIG. 4 is a diagram for explaining an example of a vehicle speed fluctuation pattern to which the energy saving means is applied. FIG. 5 is a diagram for explaining an example of energy calculation. FIG. 6 is a diagram for explaining energy calculation in an electric vehicle. FIG. 7 is a diagram showing an example of electrical system efficiency in energy calculation. FIG. 8 is a diagram showing an example of engine efficiency in energy calculation of an engine vehicle. FIG. 9 is a diagram showing an example of engine efficiency in energy calculation. FIG. 10 is a flowchart illustrating an information processing flow using the effect calculation device shown in FIG. 1, including processing for calculating a vehicle speed fluctuation pattern from travel route information. FIG. 11 is a diagram showing an example of acceleration information. FIG. 12 is a diagram showing an example of deceleration information. FIG. 13 is a diagram showing an example of travel data. FIG. 14 is a diagram showing an example of stop data. FIG. 15 is a diagram showing an example of vehicle speed fluctuation pattern data. FIG. 16 is a diagram for explaining an example of a vehicle speed fluctuation pattern to which the energy saving means is applied. FIG. 17 is a diagram showing an example of converting the relationship between vehicle speed and distance into the relationship between vehicle speed and time. FIG. 18 is a flowchart illustrating an information processing flow using the effect calculation device shown in FIG. 1, including processing for selecting a vehicle speed fluctuation pattern. FIG. 19 is a diagram showing an example of vehicle speed fluctuation patterns to be selected. FIG. 20 is a diagram showing an example of vehicle speed fluctuation patterns to be selected. FIG. 21 is a diagram showing an example of vehicle speed fluctuation patterns to be selected. FIG. 22 is a diagram showing an example of vehicle speed fluctuation patterns to be selected. FIG. 23 is a diagram showing an example of displaying the calculated effects.

This embodiment will be described below with reference to the accompanying drawings. In order to facilitate understanding of the description, the same components are denoted by the same reference numerals as much as possible in each drawing, and redundant description will be omitted.

FIG. 1 is a diagram for explaining functional components of the effect calculation device 2 in this embodiment. As shown in FIG. 1, the effect calculation device 2 includes a vehicle speed characteristic information storage section 41, a driving route information storage section 42, a route traffic information storage section 43, a driving load information storage section 45, and an energy saving setting section 51. , a vehicle speed pattern generation section 52 , a running load calculation section 54 , an energy calculation section 55 , and an information display section 57 . The effect calculation device 2 is a computer system equipped with a CPU, a memory, a communication interface, etc. as a hardware configuration. The effect calculation device 2 is configured to be able to exchange information with a vehicle via a network.

The vehicle speed characteristic information storage section 41 is a section that stores vehicle speed variation patterns as vehicle speed characteristic information. Vehicle speed characteristic information may be set for each vehicle type, or may be set as information common to multiple vehicle types. For example, as shown in FIG. 3, it is stored as a vehicle speed fluctuation pattern VP1 showing the relationship between the passage of time and vehicle speed. For example, as shown in FIG. 9, information specifying the relationship between vehicle speed and acceleration is stored as a vehicle speed fluctuation pattern. Further, as shown in FIG. 10, information specifying the relationship between vehicle speed and deceleration is stored as a vehicle speed fluctuation pattern. The vehicle speed fluctuation patterns stored in the vehicle speed characteristic information storage section 41 are not limited to these. The acceleration or deceleration may be a fixed value. The vehicle speed characteristic information may be stored in advance, may be obtained from the server each time, or may be set by the user.

The travel route information storage section 42 is a part that stores route information of a travel route along which the vehicle travels. Here, the route information is, for example, information that includes latitude information, longitude information, altitude information, and point type information along the route from the current location to the destination on the travel route that the vehicle is scheduled to travel. . Latitude information is information indicating the latitude of a certain point. Longitude information is information indicating the longitude of a certain point. Elevation information is information indicating the elevation of a certain point.

Point type information is information indicating the type of a certain point. The type of point specifies an element that affects a change in vehicle speed. For example, type "0" indicates "traveling through" and type "1" indicates "stopping point."

The route traffic information storage section 43 is a section that stores traffic information about the travel route on which the vehicle travels. Here, the traffic information represents, for example, traffic congestion information, construction information, accident information, and driving conditions that affect the driving speed of the vehicle, such as the presence or absence of intersections and traffic lights, on the driving route. Traffic information also includes information regarding legal speeds.

The running load information storage section 45 is a part that stores running load information necessary for estimating running load. Since the running load is calculated using acceleration resistance, air resistance, slope resistance, and rolling resistance, these pieces of information are stored as running load information.

The vehicle speed characteristic information storage section 41, the driving route information storage section 42, the route traffic information storage section 43, and the driving load information storage section 45 may be provided in physically different memory devices, for example, in a single memory device. They may be provided in an integrated manner.

The energy saving setting unit 51 is a part that specifies an energy saving means for saving energy consumed in the vehicle. The energy saving means is an accelerator opening adjustment that suppresses the accelerator opening of the vehicle. The energy saving means is an air conditioning adjustment that suppresses the air conditioning intensity of the vehicle. The energy saving setting unit 51 may specify the energy saving means based on input information from the user.

The vehicle speed pattern generation section 52 is a section that generates a vehicle speed fluctuation pattern of the vehicle. The vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern of the vehicle on the travel route specified by the travel route information. The vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by estimating based on the travel route information and traffic information on the travel route specified by the travel route information. The vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern by selecting from a plurality of vehicle speed variation pattern candidates. The vehicle speed pattern generation unit 52 generates a pattern of the relationship between the vehicle speed and time by considering the time for maintaining the vehicle speed in the pattern of the relationship between the distance and the vehicle speed.

The traveling load calculation unit 54 is a part that calculates the traveling load based on the relationship pattern between distance and vehicle speed generated by the vehicle speed pattern generation unit 52 and the traveling load information stored in the traveling load information storage unit 45. . The energy calculation section 55 is a section that calculates the energy required for running based on the running load calculated by the running load calculation section 54. The information display section 57 is a section that notifies the user of the results calculated by the energy calculation section 55.

Next, an information processing flow using the effect calculation device 2 will be described with reference to FIG. 2. In step S101, the vehicle speed pattern generation unit 52 selects a vehicle type. The selection of the vehicle type may be based on input information from the user or may be set in advance. The vehicle type may be a category such as a passenger car, a large truck, or a medium-sized truck, or may be a unique vehicle name.

In step S102 following step S101, the energy saving setting unit 51 sets an energy saving means. The energy saving means may be an accelerator opening adjustment that suppresses the accelerator opening of the vehicle. For example, while the standard vehicle speed fluctuation pattern is to turn off the accelerator 10 seconds before the vehicle speed reaches 0, the energy saving means may compare the accelerator off from 15 seconds before the vehicle speed fluctuation pattern reaches 0.

The energy saving means may be an air conditioning adjustment that suppresses the air conditioning intensity of the vehicle. For example, when the outside temperature is 5°C, the standard air conditioner temperature setting is 25°C, but the energy saving means may set the air conditioner temperature to 20°C.

In step S103 following step S102, the vehicle speed pattern generation unit 52 reads a base vehicle speed fluctuation pattern. The base vehicle speed fluctuation pattern is stored in the vehicle speed characteristic information storage section 41. An example of the base vehicle speed fluctuation pattern is the vehicle speed fluctuation pattern VP1 showing the relationship between the passage of time and the vehicle speed illustrated in FIG. 3 .

In step S104 following step S103, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern before applying the energy saving means. The vehicle speed pattern generation unit 52 may use the vehicle speed fluctuation pattern read in step S103 as is, or may use a combination of the plurality of read vehicle speed fluctuation patterns.

In step S105 following step S104, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern after applying the energy saving means. For example, when the selected energy saving means is an accelerator opening adjustment that suppresses the accelerator opening of the vehicle, a vehicle speed fluctuation pattern is generated as illustrated in FIG. 4 . In the example of FIG. 4, the solid line is the vehicle speed fluctuation pattern before applying the energy saving means. In the vehicle speed fluctuation pattern before energy saving measures are applied, the accelerator is turned off 10 seconds before stopping. As an energy saving measure, the timing of accelerator off is advanced by 5 seconds, and the accelerator is turned off 15 seconds before the vehicle stops in the vehicle speed fluctuation pattern before applying the energy saving measure. As a result, the vehicle speed fluctuation pattern after providing the energy saving means becomes as shown by the broken line. In the example of FIG. 3, the vehicle speed fluctuation pattern VP1 is the vehicle speed fluctuation pattern before applying the energy saving means. As explained with reference to FIG. 4, when the energy saving means of accelerating the timing of accelerator off is applied, the vehicle speed fluctuation pattern VP2 is obtained.

In step S106 following step S105, the energy calculation unit 55 calculates the energy consumption before applying the energy saving means. In order for the energy calculation unit 55 to calculate the consumed energy, the vehicle speed fluctuation pattern V(t) and the running horsepower P _drv (t) as illustrated in FIG. 5 are required. The vehicle speed fluctuation pattern V(t) is the one generated in step S104 and step S105. Since the running load is required to calculate the running horsepower P _drv (t), the running load calculation unit 54 calculates the running load. Running load can be estimated from acceleration resistance, air resistance, gradient resistance, and rolling resistance. The running load can be indicated by running resistance and running horsepower. Running resistance can be calculated using parameters such as total vehicle weight, air resistance coefficient, front projected area, and rolling resistance coefficient. These parameters are stored in the running load information storage section 45 for each vehicle type selected in step S101.

In the following subscripts, "1" indicates before applying the energy saving means, and "2" indicates after applying the energy saving means. Running resistance F _{drv — 1} (t) is calculated using the following equation (f01).
F _{drv_1} (t)=Wa(t)+0.5*ρ*Cd* ^Av2 (t)+μWg+Wgsinθ(t)...(f01)
t: Time W: Total vehicle weight a(t): Acceleration at time t ρ: Air density Cd: Air resistance coefficient A: Front projected area v(t): Speed μ at time t: Rolling resistance coefficient g: Gravitational acceleration θ (t): Gradient between the point at time t and the point at time t-1

The air density ρ may be a fixed value of 1.293 kg/m ³ . The air density ρ may be calculated from the air temperature. The gravitational acceleration g may be a fixed value of 9.8 m/s ² . The slope θ(t) may be set in advance, and can be determined from the latitude and longitude information and altitude information of the travel route information.

The running horsepower P _{drv — 1} (t) is calculated using the following equation (f02).
P _{drv_1} (t)=F _{drv_1} (t)*v(t) ... (f02)

FIG. 6 shows an example of a system for an electric vehicle. In the system illustrated in FIG. 6, the system efficiency of the electrical system (MG-INV) is R _elec , and the efficiency of the mechanical system is R _mech . A fixed value such as 70% can be used for the efficiency R _mech of the mechanical system. The efficiency R _mech of the mechanical system indicates that the energy input to the mechanical system is transmitted to the drive wheels at an efficiency R _mech to generate the running horsepower P _drv (t). Therefore, the energy P _{′ drv — 1} (t) input to the mechanical system can be calculated using the following equation (f03).
P′ _{drv_1} (t)=P _{drv_1} (t)/R _mech ...(f03)

The efficiency R _elec of the electrical system is a function of the energy input from the electrical system to the mechanical system, and is determined, for example, as illustrated in FIG. 7 . The efficiency R _{elec — 1} of the electrical system is a function of the energy P′ _{drv — 1} (t) input to the mechanical system, and can be calculated using the following equation (f04).
R _{elec_1} = f(P' _{drv_1} (t)) ... (f04)

The running energy P'_{' drv — 1} (t) supplied to the electric system can be calculated using the following equation (f05).
P'' _{drv_1} (t)=P' _{drv_1} (t)/R _{elec_1} ...(f05)

Let _{Pother_1} (t) be the energy required to drive the air conditioner and auxiliary equipment. P _{other_1} (t) may be a fixed value such as 5 kW. When using the set value regarding the air conditioner as an energy saving means, it is possible to use the power P _{ac_1} corresponding to the difference between the outside temperature and the target temperature instead of a fixed value. The power P _{ac_1} is maintained as a map so as to be determined based on the relationship between the outside temperature and the target temperature increase. For example, if the set temperature of the air conditioner is 25°C with respect to the outside temperature of 5°C, the target temperature increase will be 20°C. The power P _{ac_1} can be calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 20°C. The power P _{ac_1} is factored into P _{other_1} (t). The power P _{ac_1} may be used as it is as P _{other_1} (t), or the energy necessary for driving other auxiliary equipment may be added to the power P _{ac_1} to obtain P _{other_1} (t).

The required power P _{sum_1} (t) is calculated using the following equation (f06).
P _{sum_1} (t) = P'_{' drv_1} (t) + P _{other_1} (t) ... (f06)

When P _{sum_1} (t)<0, the power is stored in the battery as regenerative energy. The energy calculation unit 55 integrates P _{sum_1} (t) over time and calculates the required energy amount E _{sum_1} using the following equation (f07).
E _{sum_1} = Σ(P _{sum_1} (t) * (t-(t-1))) ... (f07)

This embodiment can be applied not only to electric vehicles but also to engine vehicles. FIG. 8 shows an example of the system for an engine vehicle. In the system illustrated in FIG. 8, the engine efficiency is R _eng and the mechanical efficiency is R _mech . A fixed value such as 70% can be used for the efficiency R _mech of the mechanical system. The efficiency R _mech of the mechanical system indicates that the energy input to the mechanical system is transmitted to the drive wheels at an efficiency R _mech to generate the running horsepower P _drv (t). Therefore, the energy P _{′ drv — 1} (t) input to the mechanical system can be calculated using the following equation (f08).
P′ _{drv_1} (t)=P _{drv_1} (t)/R _mech ...(f08)

In addition to energy for driving, the engine also supplies energy to drive the air conditioner and auxiliary equipment. Let _{Pother_1} (t) be the energy required to drive the air conditioner and auxiliary equipment. P _{other_1} (t) may be a fixed value such as 5 kW. When using the set value regarding the air conditioner as an energy saving means, it is possible to use the power P _{ac_1} corresponding to the difference between the outside temperature and the target temperature instead of a fixed value. The power P _{ac_1} is maintained as a map so as to be determined based on the relationship between the outside temperature and the target temperature increase. For example, if the set temperature of the air conditioner is 25°C with respect to the outside temperature of 5°C, the target temperature increase will be 20°C. The power P _{ac_1} can be calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 20°C. The power P _{ac_1} is factored into P _{other_1} (t). The power P _{ac_1} may be used as it is as P _{other_1} (t), or the energy necessary for driving other auxiliary equipment may be added to the power P _{ac_1} to obtain P _{other_1} (t).

The engine efficiency R _eng is a function of the energy input from the engine to the mechanical system and the energy of driving the auxiliary equipment, and is determined, for example, as illustrated in FIG. 9 . Engine efficiency R _{eng_1} is a function of P _sum (t), and can be calculated using the following equation (f09).
R _{eng_1} = g(P _sum (t)) ... (f09)

The power P′ _{sum — 1} (t) is calculated using the following equations (f10) (f11).
P _{sum_1} (t)=P′ _{drv_1} (t)+P _{other_1} (t) ... (f10)
P′ _{sum_1} (t)=P _{sum_1} (t)/R _{eng_1} ...(f11)

Engine vehicles do not store regenerative energy, so only positive numbers are considered.
P'' _{sum_1} (t)=P' _{sum_1} (t) (P' _{sum_1} (t)>0) ... (f12)

The energy calculation unit 55 integrates P'_{' sum_1} (t) over time and calculates the required energy amount E _{sum_1} using the following equation (f13).
E _{sum_1} = Σ(P'' _{sum_1} (t) * (t-(t-1))) ... (f13)

In step S107 following step S106, the energy calculation unit 55 calculates the energy consumption after applying the energy saving means. Running resistance F _{drv — 2} (t) is calculated using the following equation (f14).
F _{drv_2} (t)=Wa(t)+0.5*ρ*Cd*Av ² (t)+μWg+Wgsinθ(t)...(f14)
t: Time W: Total vehicle weight a(t): Acceleration at time t ρ: Air density Cd: Air resistance coefficient A: Front projected area v(t): Speed μ at time t: Rolling resistance coefficient g: Gravitational acceleration θ (t): Gradient between the point at time t and the point at time t-1

The air density ρ may be a fixed value of 1.293 kg/m ³ . The air density ρ may be calculated from the air temperature. The gravitational acceleration g may be a fixed value of 9.8 m/s ² . The slope θ(t) may be set in advance, and can be determined from the latitude and longitude information and altitude information of the travel route information.

The running horsepower P _{drv_2} (t) is calculated using the following equation (f15).
P _{drv_2} (t)=F _{drv_2} (t)*v(t) ... (f15)

The energy P' _{drv_2} (t) input to the mechanical system can be calculated using the following equation (f16) similarly to the energy P' _{drv_1} (t) explained above.
P′ _{drv_2} (t)=P _{drv_2} (t)/R _mech ...(f16)

The efficiency R _{elec_2} of the electrical system is a function of the energy P′ _{drv_2} (t) input to the mechanical system, and can be calculated using the following equation (f17).
R _{elec_2} = f(P' _{drv_2} (t)) ... (f17)

The traveling energy P'_{' drv_2} (t) supplied to the electric system can be calculated using the following equation (f18).
P'' _{drv_2} (t)=P _{' drv_2} (t)/R _{elec_2} ...(f18)

Let _{Pother_2} (t) be the energy required to drive the air conditioner and auxiliary equipment. P _{other_2} (t) may be a fixed value such as 5 kW. When using the set value regarding the air conditioner as an energy saving means, it is possible to use the power P _{ac_2} corresponding to the difference between the outside temperature and the target temperature instead of a fixed value. The power P _{ac_2} is maintained as a map so as to be determined based on the relationship between the outside temperature and the target temperature increase. For example, if the set temperature of the air conditioner is 20°C with respect to the outside temperature of 5°C, the target temperature increase will be 15°C. The power P _{ac_2} can be calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 15°C. The power P _{ac_2} is factored into P _{other_2} (t). The power P _{ac_2} may be used as it is as P _{other_2} (t), or the energy necessary for driving other auxiliary equipment may be added to the power P _{ac_2} to obtain P _{other_2} (t).

The required power P _{sum_2} (t) is calculated using the following equation (f19).
P _{sum_2} (t) = P'_{' drv_2} (t) + P _{other_2} (t) ... (f19)

When P _{sum_2} (t)<0, the power is stored in the battery as regenerated energy. The energy calculation unit 55 integrates P _{sum_2} (t) over time and calculates the required energy amount E _{sum_2} using the following equation (f20).
E _{sum_2} = Σ(P _{sum_2} (t) * (t-(t-1))) ... (f20)

As described above, this embodiment can be applied not only to electric vehicles but also to engine vehicles. The energy P _{′ drv — 2} (t) input to the mechanical system can be calculated using the following equation (f21).
P′ _{drv_2} (t)=P _{drv_2} (t)/R _mech ...(f21)

In addition to energy for driving, the engine also supplies energy to drive the air conditioner and auxiliary equipment. Let _{Pother_2} (t) be the energy required to drive the air conditioner and auxiliary equipment. P _{other_2} (t) may be a fixed value such as 5 kW. When using the set value regarding the air conditioner as an energy saving means, it is possible to use the power P _{ac_2} corresponding to the difference between the outside temperature and the target temperature instead of a fixed value. The power P _{ac_2} is maintained as a map so as to be determined based on the relationship between the outside temperature and the target temperature increase. For example, if the set temperature of the air conditioner is 20°C with respect to the outside temperature of 5°C, the target temperature increase will be 15°C. The power P _{ac_2} can be calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 15°C. The power P _{ac_2} is factored into P _{other_2} (t). The power P _{ac_2} may be used as it is as P _{other_2} (t), or the energy necessary for driving other auxiliary equipment may be added to the power P _{ac_2} to obtain P _{other_2} (t).

Similar to engine efficiency R _{eng_1} , engine efficiency R _{eng_2} is a function of P _{sum_2} (t), and can be calculated using the following equation (f22).
R _{eng_2} = g(P _{sum_2} (t)) ... (f22)

The power P′ _{sum — 2} (t) is calculated using the following equations (f23) and (f24).
P _{sum_2} (t) = P' _{drv_2} (t) + P _{other_2} (t) ... (f23)
P′ _{sum_2} (t)=P _{sum_2} (t)/R _{eng_2} ...(f24)

Engine vehicles do not store regenerative energy, so only positive numbers are considered.
P'' _{sum_2} (t)=P' _{sum_2} (t) (P' _{sum_2} (t)>0) ... (f25)

The energy calculation unit 55 integrates P'_{' sum_2} (t) over time and calculates the required energy amount E _{sum_2} using the following equation (f26).
E _{sum_2} = Σ(P'' _{sum_2} (t) * (t-(t-1))) ... (f26)

In step S108 following step S107, the energy calculation unit 55 calculates the effect of applying the energy saving means. The energy calculation unit 55 calculates the energy saving application effect X using the following equation (f27).
X=(1-E _{sum_2} /E _{sum_1} )*100...(f27)

In step S109 following step S108, the user is notified of the energy saving application effect X calculated in step S108.

A method of generating a vehicle speed fluctuation pattern based on travel route information will be described with reference to FIG. 10. The processes in step S101 and step S102 have been described with reference to FIG. 2, so the description thereof will be omitted.

In step S201 following step S102, the vehicle speed pattern generation unit 52 sets basic characteristics for the vehicle speed fluctuation pattern. More specifically, the vehicle speed pattern generation unit 52 acquires and sets information regarding acceleration and deceleration of the vehicle speed fluctuation pattern. The vehicle speed pattern generation section 52 acquires information regarding acceleration and deceleration from the information stored in the vehicle speed characteristic information storage section 41.

The vehicle speed pattern generation unit 52 may acquire information regarding acceleration and deceleration from information stored in another server. The vehicle speed pattern generation unit 52 may acquire information regarding acceleration and deceleration from information manually set by the user. The acceleration and deceleration may be fixed values, or may be defined by functions correlated to vehicle speed as illustrated in FIGS. 11 and 12. The vehicle speed pattern generation section 52 outputs the basic characteristics of the set vehicle speed fluctuation pattern to the running load calculation section 54.

In step S202 following step S201, the vehicle speed pattern generation unit 52 acquires driving route information. The driving route information is stored in the driving route information storage section 42. In step S203 following step S202, the vehicle speed pattern generation unit 52 acquires traffic information. The traffic information is stored in the route traffic information storage section 43.

An example of travel route information and traffic information acquired by the vehicle speed pattern generation unit 52 will be described with reference to FIGS. 13 and 14. FIG. 13 is an example of travel route information. Latitude information and longitude information are set for nine points i=1, 2, 3, 4, 5, 6, 7, 8, and 9.

FIG. 14 is an example of travel route information and traffic information for each point illustrated in FIG. 13. Point i=1 has latitude (1), longitude (1), altitude (1), classification type 1, and legal speed of 50 km/h. Type 1 is "stop point". Point i=2 has latitude (2), longitude (2), altitude (2), type 0, and legal speed 50 km/h. Type type 0 is "travel passing". Point i=3 has latitude (3), longitude (3), altitude (3), type 0, and legal speed 50 km/h.

Point i=4 has latitude (4), longitude (4), altitude (4), classification type 1, and legal speed 50 km/h. Point i=5 has latitude (5), longitude (5), altitude (5), type 0, and legal speed 40 km/h. Point i=6 has latitude (6), longitude (6), altitude (6), classification type 1, and legal speed 40 km/h.

Point i=7 has latitude (7), longitude (7), altitude (7), classification type 1, and legal speed 50 km/h. Point i=8 has latitude (8), longitude (8), altitude (8), classification type 0, and legal speed 50 km/h. Point i=9 has latitude (9), longitude (9), altitude (9), classification type 1, and legal speed of 50 km/h.

The explanation will be continued with reference to FIG. In step S204 following step S203, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern before applying the energy saving means. The vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern based on the basic characteristics set in step S201 and the travel route information and traffic information stop probability acquired in steps S202 and S203.

With reference to FIG. 15, the vehicle speed fluctuation pattern generated by the vehicle speed pattern generation unit 52 before applying the energy saving means will be described. The vehicle speed variation pattern shown in FIG. 15 is generated by the vehicle speed pattern generation unit 52 based on the travel route information and traffic information illustrated in FIGS. 13 and 14. A vehicle departing from point i=1 accelerates to the legal speed of 50 km/h. The acceleration is the acceleration set in step S201. The vehicle passes through points i=2 and 3 without stopping.

The vehicle stops at point i=4. The vehicle heading to point i=4 decelerates from the legal speed of 50 km/h. The deceleration is the deceleration set in step S201. The vehicle once stopped at point i=4 accelerates to the legal speed of 40 km/h. The acceleration is the acceleration set in step S201.

Point i=5 is passed. The vehicle stops at point i=6. The vehicle heading to point i=6 decelerates from the legal speed of 40 km/h. The deceleration is the deceleration set in step S201. The vehicle once stopped at point i=6 accelerates to the legal speed of 50 km/h. The acceleration is the acceleration set in step S201.

The vehicle stops at point i=7. The vehicle heading to point i=7 decelerates from the legal speed of 50 km/h. The deceleration is the deceleration set in step S201. The vehicle once stopped at point i=7 accelerates to the legal speed of 50 km/h. The acceleration is the acceleration set in step S201. Point i=8 is passed. The vehicle stops at point i=9. The vehicle heading to point i=9 decelerates from the legal speed of 50 km/h. The deceleration is the deceleration set in step S201.

After generating the vehicle speed fluctuation pattern for the position as shown in FIG. 15, the vehicle speed pattern generation unit 52 converts it into a vehicle speed fluctuation pattern for the time axis. The vehicle speed pattern generation unit 52 can change the stop time depending on the stop type at the location. An example of changing the stop time will be described with reference to FIG. 17. FIG. 17(A) illustrates a vehicle speed variation pattern with respect to position. In the example shown in FIG. 17(A), the first stop point is stop type 1, and the next stop point is stop type 2. Since stop type 1 is a "signal stop", 40 seconds is set as the stop time. Since stop type 2 is a "bus stop", 30 seconds is set as the stop time. By reflecting this stopping time, it is possible to generate a vehicle speed fluctuation pattern with respect to the time axis shown in FIG. 17(B). The vehicle speed fluctuation pattern generated in this manner is handled in the same manner as the vehicle speed fluctuation pattern illustrated in FIG.

In step S205 following step S204, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern after applying the energy saving means. After generating the vehicle speed fluctuation pattern described with reference to FIG. 15, the vehicle speed pattern generation unit 52 incorporates the vehicle speed change due to the earlier accelerator off timing described with reference to FIG. 4, for example, to provide energy saving means. A subsequent vehicle speed fluctuation pattern is generated. FIG. 16 shows an example of the vehicle speed fluctuation pattern after applying the energy saving means generated in this manner. The vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern for a position as shown in FIG. 16, and then converts it into a vehicle speed variation pattern for a time axis. The vehicle speed fluctuation pattern generated in this manner is handled in the same manner as the vehicle speed fluctuation pattern illustrated in FIG.

When the process in step S205 is completed, the process advances to step S106 in FIG. Since the processing from step S106 onwards is as already explained, the explanation thereof will be omitted.

A method for selecting from a plurality of predetermined vehicle speed variation pattern candidates will be described with reference to FIG. 18. The processes in step S101 and step S102 have been described with reference to FIG. 2, so the description thereof will be omitted.

In step S301 following step S102, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates.

As an example, as shown in FIG. 19, vehicle speed fluctuation pattern B selected by the user from vehicle speed fluctuation pattern A, vehicle speed fluctuation pattern B, and vehicle speed fluctuation pattern C is generated as the vehicle speed fluctuation pattern before application of the energy saving means.

The vehicle speed pattern generation unit 52 can generate a vehicle speed fluctuation pattern by combining a plurality of vehicle speed fluctuation pattern candidates. As an example, FIG. 20 shows a vehicle speed fluctuation pattern when traveling 10 km on a general road with a legal speed of 50 km/h. FIG. 21 shows a vehicle speed fluctuation pattern when traveling 30 km on an expressway with a legal speed of 80 km/h. By combining these, a vehicle speed fluctuation pattern as shown in FIG. 22 can be generated.

When the process in step S301 is completed, the process proceeds to step S105 in FIG. Since the processing from step S105 onwards is as already explained, the explanation thereof will be omitted.

FIG. 23 shows an example of a notification mode of the energy saving application effect X calculated by the effect calculation device 2. As shown in FIG. 23, in addition to the information used to generate the vehicle speed fluctuation pattern and the generated vehicle speed fluctuation pattern, information that the energy saving application effect X is 10% is included. On the screen illustrated in FIG. 23, buttons for vehicle type selection, route information reading, and energy saving settings are set. The user can input the respective information by pressing these buttons.

The effect calculation device 2 according to the present embodiment includes a vehicle speed pattern generation section 52, an energy saving setting section 51, and an energy calculation section 55. The vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern of the vehicle. The energy saving setting unit 51 specifies an energy saving means that saves energy consumed in the vehicle. The energy calculation unit 55 calculates an application effect indicating the energy consumption when the energy saving means is applied to the vehicle speed fluctuation pattern, and a non-application effect indicating the energy consumption when the energy saving means is not applied to the vehicle speed fluctuation pattern. do.

In this embodiment, it is possible to compare the energy consumption when the energy saving means is applied to the vehicle speed fluctuation pattern and the energy consumption when the energy saving means is not applied to the vehicle speed fluctuation pattern. You can choose. Furthermore, since the energy saving effect can be calculated without relying on data accumulation, the fuel consumption reduction effect can be known, for example, before the start of use.

In this embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern of a vehicle on a travel route specified by travel route information. Since the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern from the driving route, it can generate vehicle speed fluctuation patterns not only on a predetermined driving route but also on various driving routes such as the actual driving route and the driving route scheduled to be traveled in the future. can be generated. Since the energy calculation unit 55 calculates the energy consumption for various vehicle speed fluctuation patterns generated in this way, it is possible to select an appropriate energy saving means.

In the present embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern by estimating based on the travel route information and traffic information on the travel route specified by the travel route information. The energy calculation unit 55 calculates the application effect using the application pattern when the energy saving means is applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when the energy saving means is not applied to the vehicle speed fluctuation pattern. calculate.

Since the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern based on the travel route and traffic information, it is possible to generate a vehicle speed fluctuation pattern that takes into account factors that affect energy consumption, such as speed limits and temporary stops on the travel route. .

In this embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates. The energy calculation unit 55 calculates the application effect using the application pattern when the energy saving means is applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when the energy saving means is not applied to the vehicle speed fluctuation pattern. calculate.

Since the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates, for example, a plurality of vehicle speed fluctuation pattern candidates are presented to the user, and the selected vehicle speed fluctuation pattern candidate is selected from a plurality of vehicle speed fluctuation pattern candidates. It can be a pattern. Furthermore, it is also possible to select two or more vehicle speed fluctuation pattern candidates from a plurality of vehicle speed fluctuation pattern candidates and combine them to form a vehicle speed fluctuation pattern. By using a plurality of vehicle speed fluctuation patterns prepared in advance, it is possible to generate various vehicle speed fluctuation patterns.

In this embodiment, the energy saving means can be an accelerator opening adjustment that suppresses the accelerator opening of the vehicle. In this case, the energy calculation unit 55 calculates the application effect using an application pattern when accelerator opening adjustment is applied to the vehicle speed fluctuation pattern, and a non-application pattern when accelerator opening adjustment is not applied to the vehicle speed fluctuation pattern. Calculate the non-application effect using By reflecting the accelerator opening adjustment in the vehicle speed pattern, the energy calculation unit 55 can calculate a more accurate energy saving effect.

In this embodiment, the energy saving means may be an air conditioning adjustment that suppresses the air conditioning intensity of the vehicle. In this case, the energy calculation unit 55 calculates the application effect by adding the energy consumption when air conditioning adjustment is applied to the energy consumption due to the vehicle speed fluctuation pattern, and calculates the application effect by adding the energy consumption when air conditioning adjustment is applied to the energy consumption due to the vehicle speed fluctuation pattern. Calculate the non-applied effect by adding energy. By taking into consideration the energy consumption due to air conditioning adjustment in the energy consumption due to the vehicle speed pattern, the energy calculation unit 55 can calculate a more accurate energy saving effect.

The present embodiment has been described above with reference to specific examples. However, the present disclosure is not limited to these specific examples. Design changes made by those skilled in the art as appropriate to these specific examples are also included within the scope of the present disclosure as long as they have the characteristics of the present disclosure. The elements included in each of the specific examples described above, their arrangement, conditions, shapes, etc. are not limited to those illustrated, and can be changed as appropriate. The elements included in each of the specific examples described above can be appropriately combined as long as no technical contradiction occurs.

2: Effect calculation device 51: Energy saving setting section 52: Vehicle speed pattern generation section 54: Running load calculation section 55: Energy calculation section 57: Information display section

Claims (6)

An effect calculation device,
a vehicle speed pattern generation unit (52) that generates a vehicle speed fluctuation pattern of the vehicle;
an energy saving setting unit (51) that specifies an energy saving means for saving energy consumed in the vehicle;
Energy for calculating, respectively, an application effect indicating the energy consumption when the energy saving means is applied to the vehicle speed fluctuation pattern, and a non-application effect indicating the energy consumption when the energy saving means is not applied to the vehicle speed fluctuation pattern. An effect calculation device comprising: a calculation section (55). The effect calculation device according to claim 1,
The vehicle speed pattern generation unit is an effect calculation device that generates a vehicle speed variation pattern of a vehicle on a travel route specified by travel route information. The effect calculation device according to claim 2,
The vehicle speed pattern generation unit includes:
Generating the vehicle speed fluctuation pattern by estimating based on the driving route information and traffic information on the driving route specified by the driving route information,
The energy calculation unit includes:
The application effect is calculated using an application pattern when the energy saving means is applied to the vehicle speed fluctuation pattern, and the non-application effect is calculated using a non-application pattern when the energy saving means is not applied to the vehicle speed fluctuation pattern. Effect calculation device that calculates. The effect calculation device according to claim 1,
The vehicle speed pattern generation unit generates the vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates,
The energy calculation unit includes:
The application effect is calculated using an application pattern when the energy saving means is applied to the vehicle speed fluctuation pattern, and the non-application effect is calculated using a non-application pattern when the energy saving means is not applied to the vehicle speed fluctuation pattern. Effect calculation device that calculates. The effect calculation device according to any one of claims 1 to 4,
The energy saving means is an accelerator opening adjustment that suppresses an accelerator opening of the vehicle,
The energy calculation unit includes:
The application effect is calculated using an application pattern when the accelerator opening adjustment is applied to the vehicle speed fluctuation pattern, and a non-application pattern when the accelerator opening adjustment is not applied to the vehicle speed fluctuation pattern. An effect calculation device that calculates the non-applicable effect. The effect calculation device according to any one of claims 1 to 4,
The energy saving means is an air conditioning adjustment that suppresses the air conditioning intensity of the vehicle,
The energy calculation unit includes:
The application effect is calculated by adding the energy consumption when the air conditioning adjustment is applied to the energy consumption due to the vehicle speed fluctuation pattern, and the energy consumption when the air conditioning adjustment is not applied to the energy consumption due to the vehicle speed fluctuation pattern. An effect calculation device that calculates the non-applicable effect.

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