JP5722686B2 - Driving support apparatus and vehicle having the apparatus - Google Patents

Description

  The present invention relates to a driving support device that utilizes a cruising distance calculated from a remaining amount of energy for driving support of a vehicle and a vehicle having the device.

  Vehicles that run while consuming energy sources installed in the vehicle need to know the cruising range of the vehicle in order to replenish energy before it becomes impossible to travel and to avoid unnecessary energy replenishment There is.

  In particular, electric vehicles that run with power supplied from the on-board battery have insufficient charging infrastructure, and because the battery range is limited, the cruising range is short. Accurate range estimation is required.

  Along with the widespread use of car navigation systems having digital map data, a method has been proposed in which information (road type, gradient, etc.) regarding the planned travel route of the vehicle is used for prediction of vehicle energy consumption.

  For example, in Patent Document 1, a correspondence table from road gradient and travel speed to energy consumption is created in advance, the fuel amount is obtained for each link on the planned travel route of the vehicle, and the energy consumption is calculated as the sum. The technology that demands is shown.

JP 2006-98174 A

  In the technique of Patent Document 1, energy consumption is obtained based on fuel information when it is assumed that the vehicle travels at a constant travel speed. However, there are few cases where the vehicle travels at a constant traveling speed in actual vehicle traveling, and it is difficult to accurately estimate the energy consumption and accurately estimate the cruising distance with only the conventional configuration.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a driving support device and a device capable of estimating the cruising range with high accuracy by improving the accuracy of the calculation result. It is in providing the vehicle which has.

  In order to solve the above problems, the driving support device of the present invention employs, for example, the configuration described in the claims. The present invention includes a plurality of means for solving the above-described problems. To give an example, the driving support device is based on the remaining energy of the host vehicle and the energy consumption predicted to be consumed by traveling along the travel route. Assuming a flat road with no gradient and the same distance as the travel route, the energy required for traveling at a constant speed at the reference vehicle speed and the travel route are calculated. The energy consumption is calculated using the existing deceleration and the energy difference generated when traveling along the travel route by performing the necessary acceleration / deceleration in the acceleration / deceleration required section requiring reacceleration.

  ADVANTAGE OF THE INVENTION According to this invention, the energy consumption of the own vehicle can be estimated correctly and the cruising range can be estimated with high precision. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

The example of a block diagram of a driving assistance device. The example of the flowchart explaining the process of a cruising distance calculation means. The example of the flowchart explaining the process of energy consumption calculation. The example of the flowchart explaining the process of acceleration / deceleration origin correction amount calculation. The example of the flowchart explaining the process of curve origin correction amount calculation. Example of correspondence between vehicle speed change on curve and curve-derived correction amount. The example of the flowchart explaining the process of correction amount calculation derived from right and left. The example of the flowchart explaining the process of signal-derived correction amount calculation. The example of the flowchart explaining the process of gradient origin correction amount calculation. The figure which shows the regeneration area and non-regeneration area in gradient origin correction amount calculation. The example of the arrangement | sequence which shows deceleration object curve information. The example of the arrangement | sequence which shows regeneration object downhill road information. The example of the flowchart explaining the process of a cruising distance calculation means. The example of a block diagram of a driving assistance device. The example of a block diagram of a driving assistance device.

Hereinafter, examples will be described with reference to the drawings.
[Example 1]
In the present embodiment, a case where the driving support apparatus of the present invention is mounted on an automobile will be described as an example.
FIG. 1 is a diagram illustrating a configuration of the driving support apparatus.
The map information storage means 101 stores map information, and stores roads on which the vehicle travels by connecting straight lines. The straight line information is called a link, and the link end point information is called a node.

  The node includes at least position information represented by latitude and longitude or an orthogonal coordinate system, and altitude information. Preferably, it includes information on the presence / absence of an intersection and the presence / absence of a signal. The link includes at least information on the legal vehicle speed of the road represented by the corresponding link, and preferably, the gradient information obtained from the altitude information at both ends, the length of the adjacent link, and the curve radius obtained from the angle formed by them. Contains information. In this embodiment, the node includes position information, altitude information, intersection information, and signal information, and the link includes legal vehicle speed, gradient information, and curve radius information.

  The own vehicle position detection means 102 has either a GPS (Global Positioning System) or an acceleration sensor, and detects position information in a format corresponding to the position information stored in the map information storage means 101. The remaining energy detection means 103 detects the amount of energy (remaining energy) remaining in the vehicle. The travel route setting means 104 sets a route from the current location to the destination based on a request from the driver. The travel route setting means 104 can also estimate the travel route based on, for example, the vehicle traveling direction and map information. The current vehicle speed detection means 105 detects the current vehicle speed of the vehicle. The traffic jam information acquiring unit 106 acquires traffic jam information on at least the travel route set by the travel route setting unit 104.

  The weather information acquisition means 107 acquires at least weather information on the travel route set by the travel route setting means 104. The weather information includes information related to temperature and wind speed in addition to information such as sunny, cloudy, rainy, and snowy. The travel history storage means 108 stores at least a vehicle speed history for the past predetermined time as the vehicle travel history up to now.

  The cruising distance calculating means 109 calculates a cruising distance from the current position based at least on the information from the map information storage means 101, the own vehicle position detecting means 102, and the remaining energy detecting means 103. In this embodiment, information from the travel route setting means 104, the current vehicle speed detection means 105, the traffic jam information acquisition means 106, the weather information acquisition means 107, and the travel history storage means 108 can also be used. The cruising distance transmission means 110 transmits the cruising distance obtained from the cruising distance calculation means 109 to the driver, for example, by displaying it on the monitor screen of the driver's seat. The cruising distance transmission means 110 transmits the cruising distance shorter when the later-described acceleration / deceleration necessary section exists in the travel route than when it does not exist.

Next, a method for calculating the cruising distance in the cruising distance calculation means 109 will be described.
First, the overall image of the cruising range calculation in this embodiment will be described (FIG. 2).

  The cruising range is calculated based on the remaining energy and the energy consumption that is predicted to be consumed by traveling along the travel route. Here, the consumption energy calculation section is set sequentially and continuously along the travel route, and every time the consumption energy calculation section is set, the total consumption energy predicted to be consumed by traveling is calculated, and the total consumption energy is calculated. Until it is determined that is larger than the remaining energy, the setting of the energy consumption calculation section and the calculation of the energy consumption are repeated. Then, the cruising distance is calculated based on the total consumed energy, the remaining energy, the length of the consumed energy calculation section, and the set number when it is determined that it is greater than the remaining energy.

Specifically, first, in step S201, the amount of energy currently remaining in the vehicle is acquired from the remaining energy detection means 103, and is set as the remaining energy Erest. In step S202, the counter k used for designating the energy consumption calculation section is initialized (k = 0), and in step S203, the counter is updated for the first time (k = k + 1). Next, in step S204, the energy consumption calculation section is set (energy consumption calculation section setting means). The start point and end point of the energy consumption calculation section are set as Pstart and Pend, respectively, and are set by equations (1) and (2).
Pstart = (k-1) * dL… (1)
Pend = k * dL… (2)

  The values of Pstart and Pend represent the distance along the travel route obtained by the travel route setting means 104 starting from the own vehicle position obtained from the own vehicle position detection means 102. dL is a parameter that has a dimension of distance and divides and sets the energy consumption calculation section for each distance dL on the travel route. The smaller the dL, the better the resolution of the cruising distance estimation result, but the calculation speed decreases because the number of calculations increases. Therefore, the value of dL is set so as to be a practical calculation speed according to the application.

  Next, energy consumption is calculated for the energy consumption calculation section (step S205). Let the energy consumption calculated in step S205 be E (k). The energy consumption calculation method in step S205 will be described later.

  In step S206, the energy consumption calculated in step S205 is added from E (1) to E (k) to calculate the total energy consumption Esum (k). In the first loop, that is, when k = 1, Esum (1) = E (1).

  Next, Esum (k) obtained in step S206 is compared with Erest obtained in step S201 (step S207). If Esum (k)> Erest, that is, if the energy consumed in traveling from the vehicle position to the distance (k * dL) on the travel route exceeds the current remaining energy, step Move on to S208. The transition to step S208 means that the cruising distance is greater than or equal to the distance ((k−1) * dL) and less than (k * dL) starting from the own vehicle position.

In step S208, the following range (3) is used to calculate the cruising range by adding the additional cruising range after that to the distance ((k-1) * dL) (cruising range calculation means).
L = (k-1) * dL + (Erest-Esum (k-1)) / (Esum (k) -Esum (k-1)) * dL… (3)

  If Esum (k) ≦ Erest in step S207, that is, if the vehicle can travel more than the distance (k * dL) from the vehicle position along the travel route with the current remaining energy, the process returns to step S203, and the next The process proceeds to calculation of energy consumption in the energy consumption calculation section.

The above is the overall image of calculating the cruising range.
Next, the energy consumption calculation method in step S205 (FIG. 2) will be described (FIG. 3).

  First, the energy consumption calculation section (Pstart, Pend) is acquired (step S301). (Pstart, Pend) means that the energy consumption calculation section is a section from the distance Pstart to the distance Pend along the travel route starting from the own vehicle position. Hereinafter, Pstart and Pend are used as symbols representing positions on the travel route.

  In step S302, the total length difference and the total height difference of the energy consumption calculation section are acquired from the map information storage means 101, the total length is set to Ltotal, and the total height difference is set to Htotal. Here, Ltotal is a length along the travel route. Htotal is a value obtained by subtracting the elevation of Pstart from the elevation of Pend.

  Next, in step S303, a reference vehicle speed in the energy consumption calculation section is set and set to Vs. Here, Vs can be set to the legal vehicle speed in the energy consumption calculation section obtained from the map information storage means 101. Alternatively, the current vehicle speed obtained from the current vehicle speed detecting means 105 can be set. Here, Vs can be set to the current vehicle speed when the legal vehicle speed at the vehicle position matches the legal vehicle speed in the energy consumption calculation section. Further, regarding the setting of Vs, when the past travel history in the energy consumption calculation section is obtained from the travel history storage means 108, the average vehicle speed in the past travel history may be Vs. In addition, the low vehicle speed can be set to Vs in accordance with the traffic jam condition on the travel route obtained from the traffic jam information acquisition means.

  In step S304, the energy consumption calculation section travels at a constant speed at the reference vehicle speed Vs, and the energy consumption is calculated on the assumption that there is no gradient in the energy consumption calculation section. (Constant velocity flat assumed energy consumption calculation means).

In this embodiment, a straight flat road without a gradient having the same distance as the energy consumption calculation section is assumed, and the energy necessary for traveling at a constant speed on the flat road at the reference vehicle speed Vs is assumed to be constant speed flat. Calculated as energy consumption Ebase. Specifically, Ebase is calculated from the following formulas (4), (5), and (6).
Ebase = (Rair (Vs) + Rroll (0)) * Ltotal / ηmot… (4)
Rair (v) = (1/2) * ρ * Cd * A * v ^ 2… (5)
Rroll (θ) = μ * M * g * cos θ… (6)
here,
Rair: Air resistance,
Rroll: Rolling resistance
v: Vehicle speed θ: Road slope ηmot: Power running efficiency ρ: Air density
Cd: Air resistance coefficient
A: Front projected area μ: Rolling resistance coefficient
M: Vehicle weight
g: Gravity acceleration

  The power running efficiency ηmot indicates the conversion efficiency from the energy source to the driving force. When the vehicle is an electric vehicle, the power running efficiency of the motor can be used. When the vehicle is an engine vehicle, the engine efficiency can be used. For any efficiency, it is conceivable to create and use a database as a function of load and rotational speed. Alternatively, a representative value can be used as a constant (about 0.2 for an engine and about 0.8 for a motor). In the following, representative values will be used as constants.

  Next, in step S305, an energy difference in energy consumption that occurs compared to when driving at a constant speed due to the presence of acceleration / deceleration during traveling is calculated, and is set as an acceleration / deceleration-derived correction amount ΔEaccdec (acceleration-derived correction amount Calculation means). A method of calculating the acceleration / deceleration-derived correction amount will be described later.

  In step S306, the difference in energy consumption that occurs compared to when traveling on a flat road due to the presence of a gradient in the travel route is calculated as a gradient-derived correction amount and is set as ΔEgrad. A method for calculating the gradient-derived correction amount will be described later.

In step S307, the corrected consumption energy E is calculated by the following equation (7), taking into account the acceleration / deceleration correction amount and the gradient-derived correction amount (corrected consumption energy calculation means).
E = Ebase + ΔEaccdec + ΔEgrad… (7)

The above is the energy consumption calculation method in step S205 (FIG. 2).
Next, a method for calculating the acceleration / deceleration-derived correction amount in step S305 (FIG. 3) will be described (FIG. 4). The acceleration / deceleration-derived correction amount ΔEaccdec is the constant speed flat assumed energy consumption that occurs when driving in the energy consumption calculation section by performing the necessary acceleration / deceleration in the acceleration / deceleration required section that requires deceleration and reacceleration in the energy consumption calculation section. Energy difference.

  The acceleration / deceleration required section is extracted based on map information or the like. For example, at least one of curves, right / left turns, intersections, signals, railroad crossings, and construction points existing in the energy consumption calculation section is extracted (acceleration / deceleration required section extraction). means).

  For example, the curve radius of the curve that needs to decelerate the vehicle from the reference vehicle speed is calculated as the required curve radius, and the curve that has a curve radius that is less than the required deceleration radius is extracted as the required acceleration / deceleration interval from the energy consumption calculation interval can do.

  The conditions for extracting the acceleration / deceleration required section from the consumed energy calculation section may be changed according to the reference vehicle speed, the weather, the travel history, and the like. For example, when the reference vehicle speed is high, or when the weather is a weather that reduces the road surface friction coefficient in the energy consumption calculation section, it is possible to extract a curve having a longer distance or a curve having a larger curve radius. Good. Further, when the travel history shows a large change in vehicle speed per unit time, a section shorter than usual may be extracted as the section requiring acceleration / deceleration.

The acceleration / deceleration-derived correction amount ΔEaccdec is an equation that is a sum of a curve-derived correction amount ΔEcrv (calculated in step S401), a right / left turn-derived correction amount ΔEisc (calculated in step S402), and a signal-derived correction amount ΔEsig (calculated in step S403). It is calculated in step 8) (step S404).
ΔEaccdec = ΔEcrv + ΔEisc + ΔEsig… (8)

  The curve-derived correction amount ΔEcrv is an energy difference from the constant speed flat assumed energy consumption that occurs when the vehicle travels in the energy consumption calculation section while performing acceleration / deceleration necessary for the curve. The right / left turn-derived correction amount ΔEisc is an energy difference from the constant speed flat assumed energy consumption that occurs when the vehicle travels in the energy consumption calculation section while performing acceleration / deceleration necessary for the right / left turn. The signal-derived correction amount ΔEsig is an energy difference from the constant speed flat assumed energy consumption that occurs when the vehicle travels in the energy consumption calculation section while performing the necessary acceleration / deceleration with the signal.

  Hereinafter, calculation methods of the curve-derived correction amount ΔEcrv, the right / left turn-derived correction amount ΔEisc, and the signal-derived correction amount ΔEsig will be sequentially described.

First, a method for calculating the curve-derived correction amount will be described (FIG. 5). In step S501, a curve radius that needs to be decelerated is calculated and set as a decelerating required curve radius Rt. The centrifugal acceleration G when traveling on a curve with a radius R at a vehicle speed v is obtained by equation (9).
G = v ^ 2 / R… (9)

Therefore, by determining the allowable centrifugal acceleration Gc_ideal, the deceleration-required curve radius Rt can be calculated by Expression (10).
Rt = Vs ^ 2 / Gc_ideal… (10)
Here, as Gc_ideal, it is conceivable to use a result of a sensory test of a large number of people or a set value of a driver. In addition, based on the information acquired by the weather information acquisition means 107, it is possible to set a centrifugal acceleration at which no slip occurs.

  Next, information on a curve to be decelerated in the energy consumption calculation section is extracted (step S502). Specifically, the curve radius information obtained from the map information storage unit 101 is compared with the deceleration-required curve radius Rt calculated in step S501, and a section having a radius equal to or less than Rt is extracted. Let Lc be the length, and Rc be the minimum curve radius in each extracted section. The extraction result is stored in an array as shown in Table 1 in FIG. 11 as deceleration target curve information in the energy consumption calculation section. Using the stored Rc, Lc and the reference vehicle speed Vs, the curve-derived correction amount ΔEcrv is calculated (step S503).

The calculation process of the curve-derived correction amount ΔEcrv will be described with reference to FIG.
FIG. 6 is a diagram for explaining an example of correspondence between the vehicle speed change in the curve and the curve-derived correction amount. FIG. 6 (a) is a diagram schematically showing the curve and the dimensions of each part, and FIG. 6 (b) is the diagram in FIG. Fig. 6 (c) is a graph showing the relationship between vehicle speed and distance when the vehicle passes the curve (a), and Fig. 6 (c) shows the braking / driving force and distance when the vehicle passes the curve of Fig. 6 (a). It is a graph which shows a relationship.

The curve-derived correction amount ΔEcrv is the sum of the correction amounts for all the curves extracted in step S502 (formula (11)).
ΔEcrv = ΣΔEcrv (i) (11)
Here, ΔEcrv (i) is a curve-derived correction amount for a curve having a radius Rc (i) and a length Lc (i), and is expressed by Expression (12). That is, the curve-derived correction amount for each curve is the sum of the energy difference associated with deceleration before the curve curve, the energy difference associated with travel in the curve curve, and the energy difference associated with re-acceleration after the curve curve. Is calculated.
ΔEcrv (i) = ΔEdec (i) + ΔElowspd (i) + ΔEacc (i)… (12)
here,
ΔEdec (i): Energy difference associated with deceleration before the curve ΔElowspd (i): Energy difference associated with low-speed running on the curve ΔEacc (i): Energy difference associated with deceleration before the curve following acceleration after the curve ΔEdec ( i) is obtained by the equations (13) to (15).
(When Fdec ≧ 0)
ΔEdec (i) = (Fdec-Fs) * Ldec (i) / ηmot… (13)
(When Fdec <0)
ΔEdec (i) = -Fs * Ldec (i) / ηmot + Freg * Ldec (i) * ηreg… (14)
However,
Freg = max (Fdec, Freglmt)… (15)
here,
Fs: Vehicle speed Vs Necessary driving force at constant speed
Fdec: Necessary braking / driving force for deceleration before the curve
Freglmt: Maximum regenerative power
Ldec (i): Distance required for deceleration before the curve ηreg: Efficiency during regeneration

  Here, the regeneration efficiency ηreg indicates the conversion efficiency from braking force to battery power. When the vehicle is an electric vehicle or a hybrid vehicle that can regenerate energy from the motor, the regeneration efficiency of the motor can be used. In the case of an engine vehicle, ηreg = 0 because energy regeneration cannot be performed. In the case of an electric vehicle, ηreg can be obtained using a database as a function of load and rotation speed. Alternatively, representative values can be used as constants. In the following, representative values will be used as constants.

An energy difference ΔElowspd (i) accompanying low-speed running in the curve is obtained by Expression (16).
ΔElowspd (i) = (Flowspd (i)-Fs) * Lc (i) / ηmot… (16)
here,
Flowspd (i): Necessary driving force during low-speed driving Energy difference ΔEacc accompanying acceleration after the curve is obtained by equation (17).
ΔEacc (i) = (Facc-Fs) * Lacc (i) / ηmot… (17)
here,
Facc: Required driving force for acceleration after curve
Lacc (i): Fs, Fdec, and Facc used in the distance equations (13) to (17) necessary for acceleration after the curve are obtained by equations (18) to (22).
Fs = Rair (Vs) + Rroll (0)… (18)
Fdec = Rair ((Vs + Vc) / 2) + Rroll (0) + Racc (αdec)… (19)
Flowspd (i) = Rair (Vc) + Rroll (0)… (20)
Facc = Rair ((Vs + Vc) / 2) + Rroll (0) + Racc (αacc)… (21)
However,
Racc (α) = (1 + σ) * M * α… (22)
here,
Racc: Acceleration resistance α: Acceleration σ: Mass equivalent to rotating part (generally about 0.1)
αdec: Deceleration before deceleration before curve αacc: Acceleration after acceleration after curve
Vc: Vehicle speed at low speed running on a curve. Ldec (i) and Lacc (i) used in equations (13) to (17) are obtained from equations (23) to (24).
Ldec (i) = Vs * Tdec (i) + (1/2) * αdec * Tdec (i) ^ 2… (23)
However,
Tdec (i) = (Vc-Vs) / αdec… (24)
Lacc (i) = Vc * Tacc (i) + (1/2) * αacc * Tacc (i) ^ 2… (25)
However,
Tacc (i) = (Vs-Vc) / αacc… (26)
Vc used in the equations (19) to (26) is obtained by the equation (27).
Vc = (Rc * Gc_ideal) ^ (1/2)… (27)

  For the deceleration αdec at the time of deceleration before the curve and the acceleration αacc at the time of acceleration after the curve used in the equations (19) to (26), use the results of a sensory test of a large number of people or the set value of the driver. Conceivable. In addition, based on the information acquired by the weather information acquisition means 107, it is also possible to set an acceleration / deceleration that does not cause slip, and further, based on the vehicle speed history obtained from the travel history storage means 108, It is also possible to set typical deceleration and acceleration.

ΔEcrv (i) is calculated using equations (12) to (27) as well as curve radius Rc (i), curve length Lc (i), and reference vehicle speed Vs as inputs, and ΔEcrv Map data that outputs (i) can be created in advance and used.
The above is the description of the calculation method of the curve-derived correction amount ΔEcrv.

  Next, a method for calculating the right / left turn-derived correction amount ΔEisc calculated in step S402 will be described (FIG. 7).

  In step S701, the number of right / left turns in the energy consumption calculation section is acquired from the map information storage means 101 and is set as Nisc. Next, in step S702, the right / left turn-derived correction amount ΔEisc is calculated. ΔEisc is calculated as Nisc multiplied by the energy correction amount generated by deceleration and reacceleration associated with a single right / left turn. The energy correction amount for each right / left turn is calculated as follows. In the calculation method of the curve-derived correction amount, the vehicle speed Vc at low speed is about 10 [km / h], and the curve length Lc is about 10 to 20 [m]. It is possible to calculate by replacing.

  Next, a method for calculating the signal-derived correction amount ΔEsig calculated in step S403 will be described (FIG. 8).

In step S801, the number of signals in the energy consumption calculation section is acquired from the map information storage means 101 and is set as Nsig. In step S802, it is assumed that deceleration, stop, and re-acceleration occur with about half the signal, and ΔEsig is obtained by multiplying Nsig / 2 by the energy correction amount generated by deceleration and re-acceleration associated with one stop of signal. Calculate as The energy correction amount for one stop of the signal is calculated by replacing the vehicle speed Vc during constant speed driving with 0 [km / h] and the curve length Lc with 0 [m] in the calculation method of the curve-derived correction amount. It can be calculated.
The above is the description of the method of calculating the acceleration / deceleration-derived correction amount ΔEsig (step S305 (FIG. 3)).

  Next, the calculation method of the gradient-derived correction amount in step S306 (FIG. 3) will be described with reference to FIG. The gradient-derived correction amount ΔEgrad is a difference in energy consumption that occurs compared to when traveling on a flat road due to the presence of a gradient in the travel route.

First, the regeneration target gradient value θt is calculated as the gradient value of the downhill road to be regenerated when traveling at a constant speed at the reference vehicle speed Vs (step S901). Regenerative target is synonymous with requiring braking force at constant speed. Therefore, the gradient when the sum of the running resistances becomes negative is θt, and θt satisfying the equation (28) is obtained.
Rair (Vs) + Rroll (θt) + Rgrad (θt) = 0… (28)
here,
Rgrad (θ): Climb resistance
Rgrad (θ) = M * g * sinθ (29)
It is.

  Next, in step S902, downhill road information to be regenerated is extracted in the energy consumption calculation section. Specifically, the slope information obtained from the map information storage means 101 is compared with the regeneration target slope value θt, and the downhill section having a slope of less than θt is extracted, and the length of each section is set to Lreg, The average gradient of each extracted section is set as θreg. The extraction results are stored in an array as shown in Table 2 shown in FIG. 12 as regeneration target downhill information in the energy consumption calculation section.

In step S903, the regeneration interval-derived correction amount ΔEreg is calculated as the regeneration-derived energy consumption correction amount in the energy consumption calculation interval. The regeneration interval-derived correction amount ΔEreg is the sum of the correction amounts for all regeneration target downhill roads extracted in step S902, and is represented by Expression (30).
ΔEreg = ΣΔEreg (i)… (30)
ΔEreg (i) is obtained by equations (31) to (34).
ΔEreg (i) = -Fs * Lreg (i) / ηmot + Freg (i) * Lreg (i) * ηreg… (31)
However,
Freg (i) = max (Fθreg (i), Freglmt)… (32)
Fs = Rair (Vs) + Rroll (0)… (33)
Fθreg (i) = Rair (Vs) + Rroll (θreg (i)) + Rgrad (θreg (i))… (34)

  In addition, ΔEreg (i) is calculated using equations (31) to (34) as well as gradient θreg (i), downhill road length Lreg (i), and reference vehicle speed Vs as inputs, and ΔEreg Map data that outputs (i) can be created in advance and used.

  Next, in step S904, the non-regenerative section-derived correction amount ΔEnonreg is calculated as a portion other than the regeneration-derived portion of the gradient-derived energy consumption correction amount in the energy consumption calculation section. The non-regenerative section-derived correction amount ΔEnonreg corresponds to the potential energy corresponding to the altitude change excluding the regenerative section in the energy consumption calculation section (FIG. 10).

  FIG. 10 is a diagram showing a regenerative section and a non-regenerative section in calculating the gradient-derived correction amount, and FIG. 10 (a) is a relationship diagram of the moving distance and altitude of the vehicle in the energy consumption calculation section, FIG. ) Is a relationship diagram in which the regeneration sections 1002 and 1005 are extracted from the energy consumption calculation section of FIG. 10A, and FIG. 10C is a non-regenerative section 1001, 1003, from the consumption energy calculation section of FIG. It is the relationship figure which took out 1004.

Therefore, the non-regenerative interval-derived correction amount ΔEnonreg can be obtained from equations (35) and (36).
ΔEnonreg = M * g * (Htotal-Hreg) / ηmot… (35)
However,
Hreg = Σ (Lreg (i) * sinθreg (i))… (36)

Finally, in step S905, the gradient-derived correction amount ΔEgrad is calculated by adding the regeneration interval-derived correction amount ΔEreg and the non-regeneration interval-derived correction amount ΔEnonreg (formula (37)).
ΔEgrad = ΔEreg + ΔEnonreg… (37)

According to the first embodiment described above, the constant-speed flat assumed energy consumption Ebase is corrected by the acceleration / deceleration-derived correction amount ΔEaccdec and the gradient-derived correction amount ΔEgrad to calculate the corrected energy consumption E. Since the cruising distance is calculated using the energy Erest, the energy consumption of the driving route can be predicted by reflecting the energy regeneration and energy consumption caused by the acceleration / deceleration operation in the driving route. Can be estimated with high accuracy.
The above is the description of the first embodiment.

[Example 2]
Another form of the cruising distance calculating means 109 of the first embodiment will be described below with reference to FIG.
Step S1101 is the same as step S201 (FIG. 2) of the first embodiment. The amount of energy currently remaining in the vehicle is acquired from the remaining energy detecting means 103 and is set as the remaining energy Erest. In step S1102, assuming a constant speed travel at the reference vehicle speed Vs and a flat road, a distance that can be traveled by the remaining energy Erest is calculated, and is assumed as a constant speed flat road assumed cruising distance Lbase (formula (38)). ).
Lbase = Erest * ηmot / (Rair (Vs) + Rroll (0))… (38)

  In step S1103, (Pstart, Pend) = (0, Lbase) is set as the energy consumption calculation section, and in step S1104 and step S1105, the acceleration / deceleration-derived correction amount ΔEaccdec and the gradient-derived correction amount ΔEgrad are calculated. Step S1104 and step S1105 are the same as step S305 and step S306 (FIG. 3) of the first embodiment, respectively, and thus description thereof is omitted.

  The acceleration / deceleration-derived and gradient-derived corrected energy consumption corresponding to the constant speed flat road assumed cruising distance Lbase is a value obtained by adding ΔEaccdec and ΔEgrad to Erest. By applying this relationship to the remaining energy Erest, the cruising range corrected for acceleration and deceleration and corrected for gradient is calculated (step S1106).

According to the second embodiment described above, a constant speed flat road assumed cruising distance Lbase, which is a distance that can be crushed by the remaining energy Erest, is calculated after assuming a constant speed travel and a flat road at the reference vehicle speed Vs. Then, an energy consumption calculation section is set, and an acceleration / deceleration-derived correction amount ΔEaccdec and a gradient-derived correction amount ΔEgrad are calculated. Then, the corrected cruising range L is calculated based on the remaining energy Erest, the acceleration / deceleration-derived correction amount ΔEaccdec, the gradient-derived correction amount ΔEgrad, and the constant speed flat road assumed cruising distance Lbase. Therefore, it is possible to predict the energy consumption amount of the travel route reflecting the energy regeneration and energy consumption caused by the acceleration / deceleration operation in the travel route, and to estimate the cruising range with high accuracy.
The above is the description of the second embodiment.

[Example 3]
Next, another embodiment of the driving support device will be described below with reference to FIG.
In this embodiment, the driving support apparatus includes driving method teaching means 1201 instead of the cruising distance transmission means 110 (FIG. 1). Other components in FIG. 14 are the same as those in FIG. 1, and thus detailed description thereof is omitted.

  Based on the calculation result obtained from the cruising distance calculation unit 109, the driving method teaching unit 1201 gives advice on the vehicle speed setting and the acceleration / deceleration method to the driver. Specifically, with the remaining energy, when it is determined that it is difficult to reach the destination set by the travel route setting means 104, the vehicle speed is set low, or acceleration / deceleration is performed slowly, Advise at least one of the. For example, the advice may be displayed on a monitor screen such as a car navigation system or guided by voice or the like.

By setting the vehicle speed of the own vehicle low according to the advice, it is possible to reduce the change in the vehicle speed at the acceleration / deceleration opportunity, and it is possible to suppress the decrease in the remaining energy accompanying the acceleration / deceleration. Further, by slowly accelerating / decelerating, it is possible to reduce energy loss during deceleration and additional energy consumption during acceleration, and it is possible to suppress a decrease in remaining energy associated with acceleration / deceleration. Accordingly, it is possible to appropriately support the driving of the vehicle by the driver and to reach the destination.
The above is the description of the third embodiment.

[Example 4]
Next, another embodiment of the driving support device will be described below with reference to FIG.
In this embodiment, braking / driving control changing means 1301 is provided instead of the cruising distance transmitting means 110 (FIG. 1). Other components in FIG. 15 are the same as those in FIG. 1, and thus detailed description thereof is omitted.

The braking / driving control changing means 1301 changes the braking / driving control of the vehicle based on the calculation result obtained from the cruising distance calculating means 109 to extend the cruising distance. Specifically, when the remaining energy is determined to be difficult to reach the destination set by the travel route setting means 104, the maximum value of the driving force generated by the vehicle is reduced, or the electric vehicle In this case, it is conceivable to expand the braking force range allowed by the regenerative brake. In addition, it is conceivable to reduce energy consumption by suppressing the output of accessories such as air conditioners and audio that are not directly related to driving safety. Accordingly, it is possible to appropriately support the driving of the vehicle by the driver and to reach the destination.
The above is the description of the fourth embodiment.

101 map information storage means 102 own vehicle position detection means 103 remaining energy detection means 104 travel route setting means 105 current vehicle speed detection means 106 traffic jam information acquisition means 107 weather information acquisition means 108 travel history storage means 109 cruising distance calculation means 110 cruising distance transmission Means 1201 Driving method teaching means 1301 Braking / driving control changing means

Claims (12)

A driving support device that calculates a cruising range based on the remaining energy of the host vehicle and the energy consumption predicted to be consumed by traveling on the travel route,
A consumption energy calculation section setting means for setting a consumption energy calculation section along the travel route;
Assuming a flat road with no gradient and having the same distance as the energy consumption calculation section, a constant speed flat assumption is used to calculate the constant speed flat assumption energy consumption as the energy required to drive the flat road at a constant speed at the reference vehicle speed. Energy consumption calculating means;
Acceleration / deceleration origin correction for energy difference from the constant speed flat assumed energy consumption that occurs when traveling in the energy consumption calculation section by performing necessary acceleration / deceleration in the acceleration / deceleration required section that requires deceleration and reacceleration of the travel route Acceleration / deceleration-derived correction amount calculation means for calculating the amount,
Corrected energy consumption calculating means for calculating the corrected energy consumption in the energy consumption calculation section by adding the constant speed flat assumed energy consumption and the acceleration / deceleration-derived correction amount;
Cruising range calculation means for calculating the cruising range based on the corrected energy consumption and the residual energy;
Acceleration / deceleration required section extracting means for extracting at least one of a curve, a left / right turn, an intersection, a signal, a railroad crossing, and a construction point existing in the energy consumption calculation section as the acceleration / deceleration required section;
The acceleration / deceleration-derived correction amount calculation means includes:
A curve-derived correction amount calculating means for calculating, as a curve-derived correction amount, an energy difference from the constant-speed flat assumed consumption energy that occurs when the vehicle travels through the energy consumption calculation section by performing necessary acceleration / deceleration in the curve;
Right / left turn-derived correction amount calculation means for calculating an energy difference from the constant-speed flat assumption assumed energy generated when traveling in the energy consumption calculation section while performing the acceleration / deceleration necessary for the right / left turn as a right / left turn-derived correction amount When,
A signal-derived correction amount calculating means for calculating an energy difference with the constant-speed flat assumed consumption energy generated when traveling in the energy consumption calculation section by performing necessary acceleration / deceleration with the signal, as a signal-derived correction amount; Have
Calculate the acceleration / deceleration-derived correction amount based on the curve-derived correction amount, the right / left turn-derived correction amount, and the signal-derived correction amount,
The signal-derived correction amount calculating means obtains the number of signals in the energy consumption calculation section, and an energy difference from the constant speed flat assumed energy consumption generated due to deceleration and reacceleration caused by one stop of the signal. And the signal-derived correction amount is calculated by multiplying the energy difference by a coefficient corresponding to the number of signals. The curve-derived correction amount calculating means includes an energy difference between the constant speed flat assumed energy consumption accompanying deceleration before the curve of the curve and an energy of the constant speed flat assumed energy consumed during running in the curve curve. 2. The driving according to claim 1 , wherein the curve-derived correction amount is calculated by adding a difference and an energy difference between the constant-speed flat assumed energy consumption accompanying re-acceleration after the curve of the curve. Support device. The right / left turn-derived correction amount calculation means acquires the number of right / left turns in the energy consumption calculation section, and calculates the constant speed flat assumed energy consumption generated due to deceleration and re-acceleration associated with one right / left turn. The driving support device according to claim 1 , wherein an energy difference is calculated, and the correction amount derived from the right / left turn is calculated by multiplying the energy difference by the number of right / left turns. Comprising reference vehicle speed setting means for setting the reference vehicle speed in the energy consumption calculation section;
The deceleration required section extracting means, a condition for extracting the acceleration and deceleration required interval from the energy consumption calculation section, any one of claims 1 to 3, characterized in that to change in response to the reference vehicle speed The driving support device according to item. Weather information acquisition means for acquiring weather information in the energy consumption calculation section,
The deceleration required section extracting means, a condition for extracting the acceleration and deceleration required interval from the energy consumption calculation section, any one of claims 1 to 4, characterized in that to change depending on the weather The driving support device according to 1. Vehicle speed history storage means for storing a history related to the vehicle speed of the host vehicle,
The deceleration required section extracting means, a condition for extracting the acceleration and deceleration required interval from the energy consumption calculation section, the any one of claims 1 to 5, characterized in that to change in accordance with the vehicle speed history The driving support device according to item. A slope-derived correction amount calculation means for calculating an energy difference from the constant speed flat assumed energy consumption generated by the presence of a gradient in the travel route as a slope-derived correction amount;
The corrected consumption energy calculating means, said using constant-speed flat assuming the energy consumption and the acceleration or deceleration from the correction amount and the gradient-derived correction amount, claim 1, characterized in that to calculate the corrected energy consumption The driving support device according to claim 6 . The gradient-derived correction amount calculating means calculates a gradient value of a downhill road to be regenerated when traveling at a constant speed at the reference vehicle speed as a regeneration target gradient value, and the regeneration target gradient value and gradient information of the travel route The downhill road section having a gradient value less than the regeneration target gradient value is extracted from the travel route, and the energy consumption correction amount derived from regeneration in the extracted downhill road section is calculated as the regeneration section-derived correction amount. Based on the position energy corresponding to the altitude change excluding the downhill road section, the correction amount derived from the non-regenerative section is calculated, and the correction amount derived from the regeneration section and the correction amount derived from the non-regenerative section are added to derive the gradient. The driving support device according to claim 7 , wherein a correction amount is calculated. Cruising distance transmission means for transmitting the cruising range to the driver;
The cruising distance transmission means transmits the cruising distance shorter when the acceleration / deceleration required section exists in the travel route than when the acceleration / deceleration required section does not exist in the travel route. The driving support device according to claim 1. Travel route setting means for setting a travel route according to the destination;
Driving method teaching means for teaching a driver a driving method for suppressing at least one of a vehicle speed and a magnitude of acceleration / deceleration when the cruising distance is less than the distance to the destination;
The driving support device according to claim 1, comprising: Travel route setting means for setting a travel route according to the destination;
When the cruising distance is less than the distance to the destination, the braking / driving control changing means for changing the braking / driving control of the own vehicle and extending the cruising distance of the own vehicle ;
The driving support device according to claim 1, comprising: A vehicle comprising the driving support device according to any one of claims 1 to 11 .

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