JP6163309B2 - Vehicle power consumption simulation device, vehicle power consumption simulation method, and program - Google Patents

Description

  The present invention relates to a vehicle power consumption simulation, a vehicle power consumption simulation method, and a program for calculating, for example, an expected vehicle power consumption.

There is a method of using a traffic simulator for simulating and estimating the power consumption of a vehicle equipped with a storage battery such as EV (Electric Vehicle) and PHEV (Plug-in Hybrid Electric Vehicle).
Generally, when using a traffic simulator, it is necessary to reproduce the traffic situation in a virtual world on a computer.
In order to reproduce the current situation, cross-section traffic on roads, signal timing acquisition at main intersections, travel time measurement on main roads, etc., and departure point and purpose from local trip data etc. It is necessary to tune on the simulator so that the ground destination data is generated and a simulation is performed, and the cross-sectional traffic volume, trip time, and the simulation result match.

JP 2012-141799 A

  However, the current situation is reproduced on the traffic simulator, and in order to simulate EV and PHEV driving and to simulate power consumption in the reproduced situation, it is necessary to acquire necessary data and to reproduce the current situation. It took time and money.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a vehicle power consumption simulation device, a vehicle power consumption simulation method, and a program capable of reducing the time and cost required to reproduce the current situation in a traffic simulator. It is to provide.

In order to solve the above problem, an aspect of the vehicle power consumption simulation apparatus according to the present invention is acquired by advance traveling with reference to information indicating a link that is a division of a road determined in a traffic simulation. A link setting unit for setting a link traveled by the travel object based on a trajectory of the travel object in which position information of the travel object is arranged in time series, and the travel object acquired by the advance travel Based on the speed information at each time, a speed setting unit that sets an average free flow rate in the link set by the link setting unit, a link set by the link setting unit, and an average free flow rate set by the speed setting unit , A traffic simulator for simulating the traffic of the vehicle, and the traveling of the vehicle simulated by the traffic simulator Based on the data related to power consumption resulting from the situation, and a power consumption estimating unit for calculating the power consumption of the vehicle traveling the link.

  According to such a configuration, when calculating the power consumption, it is not necessary to calculate the average free flow velocity in the link by reproducing the traffic situation, so the process for reproducing the traffic situation can be omitted, This can contribute to reduction of processing load, reduction of processing time, and reduction of power consumption.

  Further, according to one aspect of the present invention, in the above-described invention, the speed setting unit selects one link from the links set by the link setting unit, and selects each link based on the speed information. Whether or not the speed change amount is larger than a predetermined threshold value, and the link is divided at a point where the speed change amount is larger than the threshold value, and an average free flow velocity is calculated for each divided section. Set.

  According to such a configuration, the average free flow rate for each section can be obtained more accurately even when the speed change in the link is large.

Further, according to one aspect of the present invention, in the above-described invention, when a simulation condition indicating a traveling state of the vehicle to be simulated is set in the traffic simulator, the traveling state of the traveling object is The operation of the vehicle in a situation where a disturbance indicated by the simulation condition is given is simulated.

  According to such a configuration, it is possible to simulate the traffic of the vehicle based on the set simulation conditions by omitting the process for reproducing the actual traveling situation.

  In addition, according to one aspect of the present invention, in the above-described invention, the image processing apparatus further includes a storage unit that records attribute information related to power consumption according to a vehicle type, and the power consumption estimation unit is stored in the storage unit. The power consumption amount of the vehicle corresponding to the vehicle type is calculated with reference to the attribute information.

  According to such a configuration, the power consumption corresponding to the vehicle type can be calculated for each vehicle type without acquiring the position information of the traveling object by the preliminary traveling.

  Further, according to one aspect of the present invention, in the above-described invention, the link setting unit changes the position coordinates of the traveling object acquired at the time of the preliminary traveling to the position coordinates set in the traffic simulation. By applying, a link corresponding to the road on which the traveling object has traveled is set.

In order to solve the above problem, one aspect of the vehicle power consumption simulation method according to the present invention is acquired by advance running with reference to information indicating a link that is a division of a road determined in a traffic simulation. A link setting step for setting a link traveled by the travel object based on a trajectory of the travel object in which position information of the travel object is arranged in time series, and the travel object acquired by the preliminary travel Based on speed information at each time, a speed setting step for setting an average free flow velocity in the link set in the link setting step, a link set in the link setting step, and an average free flow velocity set in the speed setting step Based on the traffic simulation step of simulating the traffic of the vehicle, Based on the data related to power consumption resulting from the running condition of the vehicle which is simulated in passing simulation step, and a power consumption estimation step of calculating the power consumption of the vehicle traveling the link.

In order to solve the above problem, an aspect of the program according to the present invention is obtained by advance running with reference to information indicating a link that is a division of a road determined in a traffic simulation. Link setting means for setting a link traveled by the travel object based on the trajectory of the travel object in which position information of the travel object at each time is arranged in time series, and each time of the travel object acquired by the advance travel Based on the speed information in, based on the speed setting means for setting the average free flow velocity in the link set by the link setting means, the link set by the link setting means, and the average free flow speed set by the speed setting means , Traffic simulator means for simulating vehicle traffic, and the vehicle simulated by the traffic simulator means Based on the data related to power consumption resulting from the driving situation, a program to function as the power consumption estimating means for calculating the power consumption of the vehicle traveling the link.

  According to the present invention, it is possible to reduce the time and cost required to reproduce the current situation in the traffic simulator.

1 is a schematic diagram of a vehicle power consumption simulation system according to a first embodiment of the present invention. It is a conceptual diagram which shows an example of the system containing the driving history information collection apparatus of 1st Embodiment. It is a block diagram which shows the internal structure of the driving history information collection apparatus of 1st Embodiment. It is a figure which shows an example of the driving history information table of 1st Embodiment. It is a schematic diagram of the road network model in the road traffic flow simulation of the first embodiment. It is a figure which shows the internal structure of the vehicle power consumption simulation apparatus of 1st Embodiment. It is a figure which shows an example of the link attribute setting table of 1st Embodiment. It is a flowchart which shows an example of the flow of a process of the road traffic flow simulation of 1st Embodiment. It is a schematic diagram which shows the difference in the selection model of 1st Embodiment. It is a reference figure for demonstrating an example of the vehicle power consumption simulation system of 2nd Embodiment of this invention. It is a figure which shows an example of the driving history information table of 2nd Embodiment. It is a figure which shows an example of the link attribute setting table of 2nd Embodiment. It is a figure for demonstrating an example of the position detection of the driving history information collection apparatus of 1st, 2 embodiment. It is a figure for demonstrating an example of the link setting of the vehicle power consumption simulation apparatus of 1st, 2 embodiment.

[First Embodiment]
Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram illustrating an example of a vehicle power consumption simulation system 1 according to the first embodiment.
As shown in FIG. 1, the vehicle power consumption simulation system 1 according to the present embodiment includes a travel history information collection device 100 and a vehicle power consumption simulation device 200.
The travel history information collection device 100 is, for example, an on-board device or a data logger mounted on a vehicle, and collects information indicating the travel history of the vehicle (hereinafter referred to as travel history information).

  Next, an example of travel history information in the travel history information collection device 100 will be described with reference to FIG. FIG. 2 is a conceptual diagram showing an example of a system including the travel history information collecting apparatus 100. This system includes a travel history information collection device 100 mounted on a vehicle A that travels in advance on a road, and a GPS (Global Positioning System) satellite 90. In the present embodiment, the vehicle for which the travel history information is collected by the travel history information collection device 100 is referred to as a vehicle A. Note that the vehicle A may be a vehicle of various vehicle types, such as a gasoline vehicle or an electric vehicle. In this case, the travel history information collection device 100 may collect travel history information together with information such as the vehicle type of the vehicle A. That is, the travel history information registered in the vehicle power consumption simulation apparatus 200 may include attribute information related to the vehicle A associated with the travel history information collected by the travel history information collection apparatus 100. In addition, the object for which the travel history information is collected is not limited to a vehicle, and may be a traveling object that can travel on a road, and may be a bicycle, a motorcycle, or the like. Alternatively, a method of getting on a bus, a car, or the like with a person carrying the travel history information collection device 100 may be used.

  As shown in FIG. 2, in a state where the vehicle A is traveling on the road, if the travel history information collecting apparatus 100 detects the current position at intervals of 10 seconds, for example, the position information P1, P2, P3, P4, P5,.・ ・ Is acquired. It is assumed that the speed of the vehicle A is V1, V2, V3, V4 and V5 per hour at the positions indicated by the position information P1, P2, P3, P4 and P5. The traveling history information collection device 100 associates the vehicle speed (speed information) V1, V2, V3, V4, and V5 with the position information P1, P2, P3, P4, and P5, respectively, in its own storage unit. save.

FIG. 3 is a block diagram showing an internal configuration of the travel history information collection device 100.
Hereinafter, a configuration example in the case where the travel history information collection device 100 is an in-vehicle device will be described. The travel history information collection device 100 includes a power supply circuit 101, a built-in battery 102, a position detection unit 103, a speed acquisition unit 104, a travel history information creation unit 105, a storage unit 106, an external interface 107, a time count. Part 108. The position detection unit 103 includes a GPS receiver 131, a GPS complementary sensor unit 132, and a dead reckoning processing unit 133. The storage unit 106 includes a travel history information table 161 that stores the position information detected by the position detection unit 103 and the speed information acquired by the speed acquisition unit 104 in association with each other.
The power supply circuit 101 has a regulator and a noise protector that stabilizes the power supply. The power supply circuit 101 receives a 12V or 24V power supply from the vehicle A and supplies it to each part of the travel history information collecting apparatus 100.
The built-in battery 102 is a backup battery, and supplies power to each unit in order to protect data stored inside the travel history information collection device 100 when the power of the vehicle A is lost or momentarily interrupted.

The position detection unit 103 detects the position of the travel history information collection device 100 at a predetermined timing or interval, for example, by the GPS receiver 131, the GPS complementary sensor unit 132, and the dead reckoning processing unit 133. In the present embodiment, the position detection unit 103 detects the position of the travel history information collection device 100 every 10 seconds.
The GPS receiver 131 receives radio waves from the GPS satellite 90, reads time information, and measures latitude and longitude information from the received data.
The GPS complementary sensor unit 132 includes a gyro sensor and an acceleration sensor, and performs a calculation for estimating the position of the travel history information collection device 100 from information on the gyro sensor and the acceleration sensor. The GPS complementary sensor unit 132 may be a component used when, for example, reception sensitivity of radio waves from the GPS satellite 90 is not preferable.
The dead reckoning processing unit 133 determines the latitude and longitude information measured by the GPS receiver 131 according to the accuracy of the information included in the radio wave received by the GPS receiver 131, and the travel history information estimated by the GPS complementary sensor unit 132. An operation for complementing the position of the travel history information collection device 100 is performed based on the position information of the collection device 100.

The speed acquisition unit 104 acquires the speed of the vehicle A at the position detected by the position detection unit 103. For example, the speed acquisition unit 104 acquires the speed information of the vehicle A output from an ECU (Engine Control Unit) of the vehicle A when the position is detected by the position detection unit 103. In the present embodiment, the speed acquisition unit 104 acquires the speed of the vehicle A at the same time as the position detection time of the position detection unit 103, for example, every 10 seconds from the same start time.
Further, the speed acquisition unit 104 may calculate the speed of the vehicle A based on the position information detected by the position detection unit 103. For example, the speed acquisition unit 104 calculates the speed of the vehicle A between the points based on the distance between the detection points calculated based on the position information and information indicating the time when the position information is detected.

The travel history information creation unit 105 associates the time information included in the radio wave from the GPS satellite 90 with the position information detected by the position detection unit 103, and stores them in the travel history information table 161 of the storage unit 106. Write.
Further, the travel history information creation unit 105 associates the speed information acquired by the speed acquisition unit 104 with the time information indicating the time when the vehicle A traveled at the speed indicated by the speed information. Write to the travel history information table 161.
The travel history information creation unit 105 is not limited to the time information included in the radio wave from the GPS satellite 90, and the output information from the time measuring unit 108 that measures the time when the position information and the speed information are acquired, Information and speed information may be associated with each other.

The storage unit 106 stores programs and data used in the travel history information collection device 100. For example, as illustrated in FIG. 4, the storage unit 106 includes information on latitude and longitude detected by the position detection unit 103 in association with time information included in radio waves from the GPS satellite 90, and a speed acquisition unit. 104 has a travel history information table 161 that stores the speed information acquired.
The external interface 107 is connected to an external device, for example, the vehicle power consumption simulation device 200, and outputs information stored in the storage unit 106 to the vehicle power consumption simulation device 200.

Next, an example of the travel history information table 161 will be described with reference to FIG. FIG. 4 is a diagram showing an example of the travel history information table 161 according to the present embodiment.
As shown in FIG. 4, the travel history information table 161 is a table that stores time information, position information (latitude, longitude), and speed information (unit: km) in association with each other.
In the present embodiment, the position information and the speed information are information indicating the position and speed of the vehicle A at the time indicated by the time information, and indicate the traveling locus of the moving vehicle A every 10 seconds from the same start time. Information.

Next, an example of the road network model 400 in the traffic simulation according to the present embodiment will be described with reference to FIG. FIG. 5 is a schematic diagram of the road network model 400 in the traffic simulation according to the present embodiment.
In the road network model 400, for example, a link 42 that is a road model simulating a minimum section of a road divided by an intersection or the like is connected by a node 44 that simulates an intersection. That is, the link 42 is a section obtained by dividing a road determined in the traffic simulation. The node 44 is one end of the link 42. The road network model 400 may be a model that uses a link associated with an existing road network, or a model that simulates a road network based on a travel locus indicated by a segment obtained by further dividing the link. It may be. The former will be described in the present embodiment, and the latter will be described in a second embodiment described later.
The link 42 may be set in association with map data, or may not be set in association with map data. For example, the link 42 is a line segment defined by information indicating the latitude and longitude of one end (node 44) of the link 42 and information indicating the latitude and longitude of the other end (node 44) of the link 42. Also good. Alternatively, it may be a certain area defined by information indicating four latitudes and longitudes. The link 42 is not limited to these, and can be arbitrarily set according to the specifications of the vehicle power consumption simulation.

For each link 42, the number of lanes, the presence / absence and number of right / left turn lanes, and the like are set. In each node 44, whether or not a traffic signal model simulating a traffic signal for automobiles is set is set.
In addition, it is possible to set an altitude for each link 42 and each node 44. For this reason, the gradient of the road simulated by the link 42 can be determined from the elevation difference between the adjacent link 42 and the node 44. Also, different altitudes can be set even in the middle of the link 42.

The traffic light model changes from blue to yellow, yellow to red, and red to blue at predetermined time intervals. If the traffic light model is blue, the car model is allowed to move from link 42 to another link 42 via the node 44 where the traffic light model is installed, while if the traffic light model is red, the car model is Movement from the link 42 to another link 42 is prohibited through the node 44 where the traffic signal is installed.
Further, in the road network model 400 according to the present embodiment, a charging station model 46 that simulates a charging station that charges a storage battery of an electric vehicle model adjacent to the link 42 can be arranged.

The electric vehicle model has the remaining amount of power charged in the storage battery as an attribute value. On the other hand, a gasoline vehicle model simulating a gasoline vehicle does not have the remaining battery capacity as an attribute value.
Each charging station model 46 includes the number of electric vehicle models that can be charged at the same time (the number of charging stations), the number of waiting spaces in which electric vehicle models waiting to be charged are placed, and the unit price of electric power to be sold (hereinafter, “ "Unit price of electricity") is set.
In the present embodiment, the road network model 400 is created in advance and stored in the vehicle power consumption simulation apparatus 200.

Next, an example of the vehicle power consumption simulation apparatus 200 will be described with reference to FIG. FIG. 6 is a block diagram illustrating a configuration example of the electric system of the vehicle power consumption simulation apparatus 200 according to the present embodiment. In the present embodiment, the vehicle simulated in the traffic simulation of the vehicle power consumption simulation apparatus 200 is referred to as a vehicle B. The vehicle B may be a vehicle of various vehicle types, and may be a gasoline vehicle, an electric vehicle, or the like.
The vehicle power consumption simulation apparatus 200 is a traffic simulation that simulates the driving of an automobile model that simulates an automobile in a road network model 400 that simulates a road network (road network) including a plurality of roads and intersections connecting the roads. Is a device for executing
Note that the automobile model according to the present embodiment includes an electric car model that simulates an electric car. In the following description, the term “automobile” refers to both a gasoline automobile and an electric automobile.
The road is not limited to the number of lanes and the number of right / left turn lanes, and further indicates roads on which automobiles such as paved roads, unpaved roads, national roads, prefectural roads, private roads, and parking lots can travel.
Among automobiles, a gasoline automobile refers to a motorcycle driven by gasoline, an ordinary automobile (including a taxi), a bus, a truck, and the like.
On the other hand, an electric vehicle is a motorcycle driven by electric power, an ordinary vehicle (including a taxi), a bus and a truck, and a hybrid vehicle of gasoline and electricity (a hybrid vehicle of the above-mentioned various vehicles), which can charge a storage battery. It shows something.

  The vehicle power consumption simulation apparatus 200 includes a CPU (Central Processing Unit) 201 that controls the overall operation of the vehicle power consumption simulation apparatus 200, a ROM (Read Only Memory) 202 in which various programs, various parameters, and the like are stored in advance, and a CPU 101. A RAM (Random Access Memory) 203 used as a work area at the time of execution of various programs, an HDD (Hard Disk Drive) 204 as a storage means for storing various programs such as a traffic simulation program, which will be described in detail later, and various information, It is equipped with. The CPU 201 includes a link setting unit 211, a speed setting unit 212, a traffic simulator 213, a power consumption estimation unit 214, a simulation model setting unit 215, and a charge determination unit 216.

The HDD 204 mainly stores a travel history information table 241, a link attribute setting table 242, and a road network model 400.
The travel history information table 241 is a table that stores information similar to the information stored in the travel history information table 161 of the travel history information collection device 100.
For example, as shown in FIG. 7, the link attribute setting table 242 is a table that associates link attribute information used in a traffic simulation. FIG. 7 is a diagram illustrating an example of the link attribute setting table 242. As shown in FIG. 7, the link attribute setting table 242 includes information indicating a link traveled by the vehicle A set by the link setting unit 211 (hereinafter referred to as a link position), and vehicles in the link set by the speed setting unit 212. It is a table that associates information indicating the speed of A (hereinafter referred to as link speed). In the link attribute setting table 242, the links are arranged in time series in which the vehicle A has passed.
For example, unique identification information (hereinafter referred to as a link ID) for identifying each link is assigned to each link. In this embodiment, link IDs indicated by R1, R2, R3... Are assigned to each link.
The link position stored in the link attribute setting table 242 is used as information indicating the traveling locus of the vehicle B simulated in the traffic simulation. The link speed stored in the link attribute setting table 242 is used as information indicating the average free flow speed of the vehicle B simulated in the traffic simulation.

  Furthermore, the vehicle power consumption simulation apparatus 200 is configured by a keyboard, a mouse, and the like, and includes an operation input unit 205 that receives input of various operations, an image that prompts input of various information necessary for traffic simulation, an image that shows a result of traffic simulation, and the like Stored in the portable storage medium 300 and the image display unit 206 for displaying the various images, the external interface 207 that is connected to an external device such as a printer or other computer, and transmits / receives various information to / from the external device. A reading unit 208 for reading the information. The portable storage medium 300 includes a magnetic disk, an optical disk such as a CD (Compact Disc) and a DVD (Digital Versatile Disc), an IC (Integrated Circuit) card, a memory card, and the like.

  The CPU 201, ROM 202, RAM 203, HDD 204, operation input unit 205, image display unit 206, external interface 207, and reading unit 208 are electrically connected to each other via a system bus 209. Accordingly, the CPU 201 accesses the ROM 202, RAM 203, and HDD 204, grasps the operation state of the operation input unit 205, displays various images on the image display unit 206, and various information with the external device via the external interface 207. And the like, and reading information from the portable storage medium 300 via the reading unit 208, respectively.

  In the present embodiment, the vehicle power consumption simulation device 200 is connected to the travel history information collection device 100 via, for example, an external interface 207 and is stored in the storage unit 106 of the travel history information collection device 100. The information stored in 161 is read and stored in the HDD 204. Therefore, the travel history information table 241 including the same information as the travel history information table 161 is stored in the HDD 204.

The CPU 201 uses the link setting unit 211, the speed setting unit 212, the traffic simulator 213, the power consumption estimation unit 214, the simulation model setting unit 215, and the charge determination unit 216, so that the vehicle B that is the object of the traffic simulation. Simulates driving.
The link setting unit 211 sets a link on which the vehicle A has traveled based on the position information stored in the travel history information table 241 of the HDD 204. In the present embodiment, the link setting unit 211 determines that the vehicle A is based on the position coordinates included in the travel locus of the vehicle A traveling on the actual road based on the travel history information stored in the travel history information table 241 of the HDD 204. Determine the link that would have traveled. As a link determination method by the link setting unit 211, for example, a general method such as map matching can be used. Links 42 and nodes 44 in the road network model 400 are assigned to roads on the map map digital map data.
For example, the link setting unit 211 matches the link position information from the road map data stored in the HDD 204 with the position information of the vehicle A stored in the travel history information table 241 to determine which vehicle A Detects whether the link has been driven. That is, the link setting unit 211 applies the position coordinates of the vehicle A at each time acquired by the travel history information collection device 100 to the position coordinates set in the traffic simulation, and a plurality of links that are sections obtained by dividing the road. The link on which the vehicle A has traveled is determined.
For example, it is assumed that the position information P1, P2, P3... Is detected by the position detection unit 103 of the travel history information collection device 100. Further, it is assumed that the position information P1, P2, P3, P4, and P5 are position information belonging to the same link R1. In this case, the link setting unit 211 determines that the position information P1, P2, P3, P4, P5 is a point included in the same link R1 or a corresponding point. That is, the link setting unit 211 sets the link traveled by the vehicle A as the link R1. For convenience of explanation, the travel position determined by the link setting unit 211 as a point included in the link or a corresponding point is expressed as a travel position included in the link. However, even when the travel position is located outside the link, it may be determined that the travel position is traveling along the link, and this travel position is also expressed as a travel position included in the link.

  Moreover, this invention is not restricted to this, The link setting part 211 may set the link which the vehicle A drive | worked with the link which is not tied with map data.

  Further, the link setting unit 211 stores, in time series, the links corresponding to the position information P1, P2, P3,... In the link position item of the link attribute setting table 242 according to the time when the position information is detected. Thus, it is possible to set a link indicating a travel history on which the vehicle A has traveled. Note that the present invention is not limited to this, and the CPU 201 may be configured to analyze the traveling locus of the vehicle A according to the order of the links corresponding to the position information P1, P2, P3. .

  The speed setting unit 212 sets the link speed (that is, the average free flow rate) of the vehicle A in the link set by the link setting unit 211 based on the speed information. In the present embodiment, the speed setting unit 212 calculates the average value of the speeds of the vehicle A in the same link, and sets the calculated average value as the link speed of the link. For example, the speed setting unit 212 calculates an average value of the speeds V1, V2, V3, V4, and V5 corresponding to the position information P1, P2, P3, P4, and P5 determined to be the same link, and this average value Is set as the link speed of the link R1. That is, the speed setting unit 212 calculates the link speed of the vehicle A at the link R1 that is determined by the link setting unit 211 that the vehicle A has traveled. When the speed setting unit 212 calculates the average free flow rate of the vehicle A in the link set by the link setting unit 211, the speed setting unit 212 associates the average free flow rate with the information indicating the link (link ID), and sets the link attribute of the HDD 204. Write to table 242. Note that the present invention is not limited to this, and the speed setting unit 212 includes the speed information V1, V2, V3, V4, and V5 corresponding to the position information P1, P2, P3, P4, and P5 determined to be the same link. The representative value may be set as the link speed. For example, the speed setting unit 212 selects a value in the middle of the speed order among the speeds V1, V2, V3, V4, and V5 (that is, the third fastest value and the third slowest value), It can be set as the link speed.

Based on the link set by the link setting unit 211 and the link speed (average free flow rate) set by the speed setting unit 212, the traffic simulator 213 simulates the traffic of the vehicle B that is the object of the traffic simulation. In the present embodiment, the traffic simulator 213 is a vehicle in a current state in which, when a simulation condition indicating a running condition of the vehicle B to be simulated is set, a disturbance indicated by the simulation condition is given to the actual driving condition of the vehicle A. Simulate the driving of B. The simulation condition is expected to change according to the movement of other vehicles and humans, the weather, the time zone, and the like.
For example, when a plurality of vehicles are inserted into the traveling state of the vehicle A to simulate the traveling of the vehicle B in a state that is more congested than the actual traveling state of the vehicle A, the traffic simulator 213 sets a disturbance due to the congestion. Thereby, the traffic simulator 213 omits the simulation for reproducing the current state for reproducing the traveling state of the vehicle A based on the traveling locus and the link speed stored in the link attribute setting table 242, and the vehicle B in the crowded state. Can simulate traffic.

  In addition, as a result of simulating the traffic of the vehicle B, the traffic simulator 213 determines the charging behavior of the vehicle B with respect to the charging required EV model when the charging determination unit 216 determines that there is an electric vehicle model that requires charging. The simulation setting, which is a setting for simulating the vehicle B, is performed to simulate the running of the vehicle B in the charging required EV model. Furthermore, the traffic simulator 213 has reached the selected charging station model as a result of simulating the traveling of the vehicle B in the charging required EV model, but when the charging station model is congested, the reached charging required EV model is different. A charging station movement determination is made as to whether or not to move to the charging station model. The traffic simulator 213 simulates the traffic of the vehicle B based on the link set by the link setting unit 211 and the link speed (average free flow rate) set by the speed setting unit 212, so The travel time of the vehicle B based on the history may be calculated.

The power consumption estimation unit 214 calculates the power consumption of the vehicle B based on the data related to the power consumption obtained from the traveling state of the vehicle B simulated by the traffic simulator 213. In the traffic simulation of the traffic simulator 213, the power consumption estimation unit 214 refers to the attribute information prepared for each vehicle type and calculates the power consumption according to the target vehicle. The power consumption based on the taken travel history can be calculated.
The simulation model setting unit 215 sets the road network model 400.
The charge determination unit 216 simulates the traffic of the vehicle B based on the vehicle power consumption calculated by the power consumption estimation unit 214 and the remaining amount of the storage battery of the vehicle B, and as a result, the electric vehicle model that requires charging. It is determined whether or not there is.

  The configuration of the vehicle power consumption simulation apparatus 200 illustrated in FIG. 6 is an example. For example, a large-capacity semiconductor storage device may be used instead of the HDD 204, and the traffic simulation program is stored in the portable storage medium 300. Other forms such as storage may be used.

Next, an example of a vehicle power consumption simulation method according to this embodiment will be described with reference to FIG.
FIG. 8 is a flowchart showing a process flow of the vehicle power consumption simulation program executed by the CPU 201. The vehicle power consumption simulation program is stored in advance in a predetermined area of the HDD 204. The vehicle power consumption simulation program starts execution when an execution instruction is input by the operator via the operation input unit 205.

(Step ST1)
First, the simulation model setting unit 215 sets the road network model 400.
More specifically, the simulation model setting unit 215 sets various values related to the road network model 400, such as the connection of the link 42 and the node 44, the setting of the lane and the right / left turn lane of the link 42, and the time interval at which each color of the traffic light model changes. Are registered in the HDD 204.
In addition, the simulation model setting unit 215 registers, as setting values of the road network model 400, the number and installation positions of the charging station models 46 and values related to each charging station model 46 in the HDD 204.
Further, the simulation model setting unit 215 registers the ratio of the electric vehicle model with respect to the total number of vehicle models in the HDD 204 as the setting value of the road network model 400.

  Furthermore, the simulation model setting unit 215 registers the termination condition of the traffic simulation program in the HDD 204 in this step. Examples of the termination condition include simulation execution time, arrival of all automobile models or preset automobile models at a destination, and the like.

(Step ST2)
Next, the link setting unit 211 sets a link on which the vehicle A has actually traveled based on the position information stored in the travel history information table 241 of the HDD 204. In the present embodiment, the link setting unit 211 determines a corresponding link for all position information stored in the HDD 204, and writes the determination result in association with the position information in the travel history information table 241, for example. Further, the link setting unit 211 refers to the travel history information table 241 and sets the position information P1, P2, P3,... In the link position item of the link attribute setting table 242 according to the time when the position information is detected. Store the corresponding links in chronological order. In the present embodiment, the link setting unit 211 stores one link ID in one column of the link attribute setting table 242 when the same link is stored in the travel history information table 241 continuously in the time series direction. To do.

(Step ST3)
Then, the speed setting unit 212 refers to the travel history information table 241, for example, calculates the average value of the speeds V1 to V5 of the vehicle A in the same link R1, and uses the calculated average value as the link speed (average) of the link R1. Free flow rate). The speed setting unit 212 writes the calculated link speed (average free flow speed) of the link R1 in the link speed item of the link attribute setting table 242 in association with the link ID of the link position item.

(Step ST4)
Next, the simulation model setting unit 215 performs initial setting of an automobile model for the vehicle B.
More specifically, for example, the departure point and destination (OD information) and departure time of each car model are set via the operation input unit 205. Then, the simulation model setting unit 215 registers the set departure point and destination (OD information) and departure time of each vehicle model in the HDD 204 as initial values of the vehicle model.
Further, when the storage battery charge amount is set as the attribute value of each electric vehicle model via the operation input unit 205, the simulation model setting unit 215 sets the set storage battery charge amount of each electric vehicle model. The attribute value is registered in the HDD 204.

  Various settings performed in steps ST1 and ST4 are performed by inputting numerical values or the like by the operator via the operation input unit 205. In steps ST1 and ST4, the road network model 400 in which the above various settings have been made in advance may be set by reading out from the HDD 204.

(Step ST5)
Then, the traffic simulator 213 simulates the behavior of the automobile model for the vehicle B on the road network model 400, that is, the traveling of the vehicle B in each automobile model at predetermined time intervals. The predetermined time interval is a time interval in a traffic simulation and may be different from an actual time interval.
In the present embodiment, when the traffic simulator 213 simulates the traveling of the vehicle B, the average free flow velocity of the vehicle B traveling on the link is read with reference to the link speed of the link attribute setting table 242 of the HDD 204, and the read average free velocity is read. Based on the flow velocity, the traveling of the vehicle B traveling on the link is simulated. As a result, the traffic simulator 213 does not have to calculate the speed of the vehicle B traveling on the link by reproducing the traffic situation. Therefore, the process for reproducing the traffic situation can be omitted, and the processing load can be reduced. It can contribute to reduction of time and power consumption.

In addition, the traffic simulator 213 calculates the traveling state of the vehicle B in the vehicle model based on the weather set in the road network model 400, the number of vehicle models traveling on each link 42 (road congestion state), and the like. As a specific calculation method, any conventionally known method may be used. In addition, when the signal of the traffic light model is red, in order to wait for the signal, the driving of the car model is stopped, and the stop time of each car model from the matrix model simulating a state in which a plurality of car models are stopped in a row Is calculated.
Here, in the present embodiment, the traffic simulator 213 simulates the traffic of the vehicle B in the automobile model, and the power consumption estimation unit 214 uses the electric vehicle based on the simulation result of the traffic of the vehicle B by the traffic simulator 213. In the model, the power consumption of the vehicle B simulating the link position (that is, the remaining amount of the storage battery, hereinafter referred to as “storage battery remaining amount”) is calculated.

As a method for calculating the remaining battery level by the power consumption estimation unit 214, for example, a model formula represented by the following formula (1) is used.
Remaining battery capacity at the current time = Remaining battery capacity at the previous time−Storage battery consumption per unit time (1)

The “remaining battery remaining amount at the previous time” in the equation (1) is the remaining battery amount when the behavior of the car model performed last time is calculated.
In addition, for example, any of the consumption calculation models 1 to 3 shown in Table 1 below is used as the “storage battery consumption per unit time”. Note that the consumption calculation models 1 to 3 are examples, and if a term related to the traveling speed of the electric vehicle model is used, the consumption without using some of the other terms included in the consumption calculation models 1 to 3 A calculation model or a consumption calculation model in which different terms are newly added may be used.

  Each fixed parameter in the consumption calculation models 1 and 2 is used as a weight for each term.

The lighting lighting state is a value based on the number of lighting of the electric vehicle light that varies depending on the time zone simulated in the traffic simulation, and the air conditioning operation state is the temperature of the electric vehicle air conditioning and the setting of the road network model 400 It is a value based on the difference from the outside air temperature set in advance as a value.
When the lighting of the electric vehicle model is off, the value as the lighting lighting state is 0 (zero), and when the air conditioning of the electric vehicle model is off, the value as the air conditioning operation state is 0 ( Zero).

  The consumption calculation models 1 to 3 calculate the storage battery consumption according to the outside air temperature. The reason why the outside air temperature is included in the calculation formula of the storage battery consumption is that the discharge amount of the storage battery changes depending on the temperature.

Furthermore, the consumption calculation models 2 and 3 calculate the storage battery consumption according to the acceleration / deceleration of the electric vehicle. The storage battery is discharged when the electric vehicle accelerates, while the storage battery is charged when the electric vehicle decelerates. Therefore, in the consumption calculation models 2 and 3, the electric vehicle model accelerates from the previous time to the current time. If the sign of acceleration / deceleration is positive and the electric vehicle model decelerates between the previous time and the current time, the sign of acceleration / deceleration is negative and the electric vehicle accelerates or decelerates between the previous time and the current time. If not, the acceleration / deceleration is set to 0 (zero).
As described above, in the traffic simulation by the traffic simulator 213 according to the present embodiment, the storage battery consumption of the electric vehicle model is calculated based on the device that consumes power in the actual electric vehicle, so the storage battery consumption is more accurate. The amount can be calculated.

Further, the power consumption estimation unit 214 substitutes the average free flow rate read from the link attribute setting table 242 for the average free flow rate of the link on which the vehicle B travels for the travel speed in the consumption calculation models 1 to 3. Storage battery consumption can be calculated.
Therefore, the power consumption estimation unit 214 calculates the power consumption of the vehicle B simulated by the traffic simulator 213 based on the travel history information collected by the travel history information collection device 100.

(Step ST6)
Next, the traffic simulator 213 determines whether or not a predetermined termination condition is satisfied. If the determination is affirmative, the process proceeds to the process of step ST10. On the other hand, in the case of negative determination, the traffic simulator 213 proceeds to the process of step ST7.

(Step ST7)
Whether or not the charge determination unit 216 needs to charge the storage battery of the vehicle B in the electric vehicle model based on the power consumption of the vehicle calculated by the power consumption estimation unit 214 and the remaining amount of the storage battery of the vehicle B. Determine whether or not.
For example, the charge determination unit 216 determines that the storage battery needs to be charged with respect to the electric vehicle model whose value based on the storage battery remaining amount calculated in step ST5 is less than a predetermined threshold.
The value based on the remaining amount of the storage battery is a value obtained by dividing the remaining amount of the storage battery by the full storage amount that is the maximum amount of charge in the storage battery. Specific determination of necessity of charging is shown in Table 2 below. The required charging determination models 1 to 3 are used.

In the traffic simulation by the traffic simulator 213 according to the present embodiment, the traffic simulator 213 of the CPU 12 randomly sets the charging necessity determination models 1 to 3 for each electric vehicle model, and the charging set for each electric vehicle model. The necessity determination model is used to determine whether charging is necessary. However, the present invention is not limited to this. The traffic simulator 213 of the CPU 12 does not randomly set the charging necessity determination models 1 to 3 for the electric vehicle model, and the operator determines the electric necessity determination models 1 to 1 for the electric vehicle model. 3 may be set individually. Further, any one or two of the charge necessity determination models 1 to 3 may be used, or another charge necessity determination model may be used.
As described above, since the charging necessity determination models 1 to 3 are models that simulate the behavior of the driver when charging the electric vehicle, the charging behavior of the electric vehicle can be simulated with higher accuracy.

(Step ST8)
Next, the charging determination unit 216 determines whether or not there is an electric vehicle model that requires charging (hereinafter, referred to as “required charging EV model”) based on the result of the determination of necessity of charging executed in step ST7. To do. If the determination is affirmative, the charging determination unit 216 proceeds to step ST9. If the determination is negative, the charging determination unit 216 returns to step ST5.

(Step ST9)
Then, the traffic simulator 213 performs a simulation setting, which is a setting for simulating the charging behavior of the vehicle B, with respect to the charging required EV model.
The simulation setting of the charging behavior is to select a charging station model for charging the storage battery corresponding to the charging required EV model and derive a route to the charging station.
Next, the traffic simulator 213 simulates the charging behavior by newly setting a new travel route (the travel route X or the travel route Y in the example of FIG. 9) that travels to the destination via the selected charging station model 46. When the setting is completed, the process returns to step ST5.

  In step ST5, as described above, the traffic simulator 213 simulates the driving of the automobile model, and when there is a charging required EV model, the charging required EV to the charging station model 46 by the driving route set in step ST9. Simulates the running of vehicle B in the model. Even when simulating the traveling of the vehicle B in the charging-required EV model, the traffic simulator 213 reads the speed of the vehicle B traveling on the link with reference to the link attribute setting table 242 of the HDD 204, and the link attribute setting table 242 of the HDD 204. Based on the information read from, the vehicle B traveling on the link is simulated.

Here, in step ST5, the EV model requiring charging has reached the charging station model selected in step ST9. However, if the charging station model is congested, that is, the number of units that can be charged simultaneously in the charging station model. When there is a charge-required EV model that has been exceeded and a waiting time until charging occurs, the traffic simulator 213 determines whether or not to move the reached charge-required EV model to a different charge station model.
The charging station movement determination by the traffic simulator 213 is a determination to newly select another charging station model 46 when the value based on the time required for charging in the charging station model 46 selected in step ST9 is a predetermined value or more. Do.

Next, a case where a charging required EV model waiting for charging in the charging station model 46 occurs will be described.
In the traffic simulation by the traffic simulator 213 according to the present embodiment, when the charging required EV model exceeding the number that can be charged simultaneously is located in the charging station model 46, that is, when the charging station model is congested, the traffic simulator 213. Calculates a waiting time until charging for the required charging EV model waiting for charging, using a matrix model.
Then, in the traffic simulation, the traffic simulator 213, when the number of chargeable EV models that are waiting for charging in the charging station model 46 exceeds the number of waiting spaces set as the setting value of the charging station model 46, The charging-required EV model is stopped at the link 42 which is an adjacent road model.

As described above, the CPU 201 according to the present embodiment repeats the traffic simulation process from step ST5 to step ST9 until the end condition is satisfied.
If it is determined in step ST6 that the end condition is satisfied, the CPU 201 proceeds to step ST10 as described above.

(Step ST10)
In step ST10, CPU201 outputs the result of a traffic simulation, and complete | finishes this program.
As a result of the traffic simulation, the CPU 201 determines, for example, the time required for each automobile model to reach the destination from the departure place (hereinafter referred to as “travel time”), and each automobile model from the departure place to the destination. The travel distance required to reach up to is calculated. Further, the CPU 201 displays the result of the traffic simulation on the image display unit 206 using, for example, a graph or the like, stores the calculated result in the HDD 204 as data, and records using a printing machine connected via the external interface 207. And printing on paper.

Specific examples of the calculated travel time include the total travel time of the entire gasoline vehicle model, the average travel time per gasoline vehicle model, the total travel time of the entire electric vehicle model, and the average per electric vehicle model The travel time, the total travel time of the entire gasoline vehicle model and the electric vehicle model, the average travel time per one of the gasoline vehicle model and the electric vehicle model, and the like.
Specific examples of the calculated travel distance include the total travel distance of the entire gasoline vehicle model, the average travel distance per gasoline vehicle model, the total travel distance of the entire electric vehicle model, and the average per electric vehicle model. The travel distance, the total travel distance of the gasoline car model and the electric car model as a whole, the average travel distance per one of the gasoline car model and the electric car model, and the like.

Further, in the traffic simulation according to the present embodiment, at least one of the ratio of the electric vehicle model included in the vehicle model set in step ST1, the number of charging station models 46 set in step ST1, and the arrangement position of the charging station model 46 is used. By changing the parameters step by step so that the electric vehicle models are different from each other and simulating the traffic of the electric vehicle model a plurality of times, it is possible to derive the optimum number and arrangement position of the charging station model 46.
As an example of the above-mentioned stepwise change, the ratio of the electric vehicle model is changed from 0% to 100% in increments of 10%, or a plurality of areas where the charging station model 46 is arranged are determined in advance and charging is arranged in the area. Change the number of station models 46 in stages, arrange the charging station models 46 evenly in the area, arrange more on roads with heavy traffic, arrange in proportion to traffic And so on.

  As described above, the vehicle power consumption simulation apparatus 200 according to the present embodiment is based on actual travel trajectories (links) based on position information and speed information detected by the travel history information collection apparatus 100 mounted on the vehicle A that has traveled in advance. Position) and the average free flow velocity (link velocity) of the link based on the actual measurement can be acquired. Therefore, the vehicle power consumption simulation apparatus 200 sets the acquired link speed to the average free flow velocity on the road link on the vehicle power consumption simulation, and sets the vehicle B that is the object of the traffic simulation to EV. The power consumption can be simulated.

The present invention is not limited to the above embodiment.
For example, the link setting unit 211 can set a link based on coordinates (latitude, longitude) acquired as a GPS trajectory, by applying it to the link position set in the traffic simulation without map data. It is.
In addition, the vehicle power consumption simulation apparatus 200 stores attribute information related to power consumption corresponding to the vehicle type in the HDD 204. The power consumption estimation unit 214 refers to the attribute information and calculates the power consumption of the vehicle B according to the vehicle type. As this attribute information, for example, a power consumption calculation model corresponding to the type of vehicle and a table for storing information for calculating power consumption can be prepared. This makes it possible to simulate and estimate power consumption for various EVs and PHEVs. Moreover, the power consumption according to a vehicle type is computable for every vehicle model, without acquiring the positional information on the traveling object by prior travel.
Further, the vehicle power consumption simulation device 200 uses a travel locus or an average free flow velocity of a link set based on the travel history information acquired by the travel history information collection device 100 as a basic case, and the travel route It is possible to simulate and estimate the power consumption under traffic congestion due to traffic concentration by mixing other vehicles on top and creating a congestion situation.

In addition, the speed on the link may be an instantaneous value on the link, and the average speed from the start point to the end point on the link is set as the average free flow velocity on the link as in the embodiment. May be. In order to improve the accuracy of simulation and estimation by the method according to the present embodiment, it is preferable to divide the road and set the link so that the increase or decrease of the speed change can be reflected in the average free flow velocity.
Furthermore, regarding the link division, the difference between the average free flow velocity at the link and the speed measured by the travel history information collecting apparatus 100 at the same time as the travel trajectory acquisition is evaluated, and a link with a large difference is extracted. By dividing and resetting the mean free flow velocity on the divided link, the difference between the actually measured value and the speed on the link can be reduced. The setting of the mean free flow velocity on this link may be executed by the CPU 201. For example, the CPU 201 compares the average free flow rate of the link R1 set by the speed setting unit 212 with the speeds V1 to V5 associated with P1 to P5 read from the travel history information table 241. When the difference between the speeds V1 to V5 and the average free flow rate is equal to or greater than the threshold, the CPU 201 divides the link R1 into two, assigns link IDs to the divided links R11 and R12, and positions the links R11 and R12. Is written in the link attribute setting table 242.

Further, in step ST1, the vehicle power consumption simulation apparatus 200 according to the present embodiment determines the ratio of the electric vehicle model to the total number of vehicle models, and the number and installation positions of the charging station models that charge the storage battery of the electric vehicle model. Set. In step ST7, the vehicle power consumption simulation apparatus 200 calculates the remaining amount of the storage battery of the electric vehicle model that travels the road network model 400, and in step ST9, a value based on the calculated remaining amount of the storage battery is determined in advance. The charging station model 46 for charging the storage battery corresponding to the required charging EV model that is less than the threshold value is selected.
Therefore, the vehicle power consumption simulation apparatus 200 according to the present embodiment can simulate the charging behavior of the electric vehicle.

[Second Embodiment]
A second embodiment according to the present invention will be described below with reference to the drawings. FIG. 10 is a reference diagram for explaining an example of an average free flow rate setting method applicable to the vehicle power consumption simulation system 2 according to the second embodiment. The vehicle power consumption simulation system 2 according to the present embodiment includes a travel history information collection device 100 and a vehicle power consumption simulation device 200 that have the same configuration as the vehicle power consumption simulation system 1 described above. The vehicle power consumption simulation apparatus 200 of the vehicle power consumption simulation system 2 according to the second embodiment corresponds to the vehicle power consumption simulation apparatus 200 of the vehicle power consumption simulation system 1 according to the first embodiment and each link described below. Since only the setting method of the mean free flow velocity is different, and the others have the same function, the same reference numerals are given to the configuration having the same function, and the detailed description is omitted.

For example, it is assumed that the vehicle A travels on a road including links R21 to R24 shown in FIG. In this case, the travel history information collection device 100 detects the current position at intervals of 10 seconds, for example, and acquires the detected position information. Then, the travel history information collection device 100 writes the speed (speed information) of the vehicle A in the travel history information table 161 of the storage unit 106 in association with the position information.
In this embodiment, as shown in the graph showing the relationship between speed and time in FIG. 10, when the vehicle A travels on the links R21, R22, R23, and R24, the vehicle R travels at substantially the same speed, and the middle of the link R22. And the speed is remarkably slowing down.

  The vehicle power consumption simulation apparatus 200 is connected to, for example, the travel history information collection apparatus 100 via the external interface 207, reads information stored in the travel history information table 161 of the travel history information collection apparatus 100, and the HDD 204. Is stored in the travel history information table 241. Therefore, the HDD 204 stores the same information as the travel history information table 161 (that is, travel history information) in the travel history information table 241. Here, an example of the travel history information table 241 is shown in FIG. As shown in FIG. 11, time, position information, and speed are associated with each other.

  Next, the link setting unit 211 determines that the vehicle A has traveled from each position coordinate included in the travel locus of the vehicle A traveling on the actual road based on the travel history information stored in the travel history information table 241 of the HDD 204. Determine which links will be. As a link determination method by the link setting unit 211, for example, a general method such as map matching can be used. In the present embodiment, the link setting unit 211, as shown in FIG. 12A, the link ID of the link determined that the vehicle A would have traveled and the vehicle A corresponding to the link indicated by the link ID. The travel position is written in the associated link attribute setting table 242_1. Note that the travel position of the vehicle A included in the link is position information stored in the travel history information table 241.

For example, it is assumed that the position information P221, P222, P223, P224, P225... Is detected by the position detection unit 103 of the travel history information collecting apparatus 100. Further, it is assumed that the speed information V221, V222, V223, V224, V225... Of the vehicle A in the position information P221, P222, P223, P224, P225. These position information P221, P222, P223, P224, and P225 are position information included in the same link R221. In this case, the link setting unit 211 determines that the position information P221, P222, P223, P224, and P225 are points included in the same link R221 or corresponding points. That is, the link setting unit 211 sets the link traveled by the vehicle A as the link R221. Accordingly, the link setting unit 211 associates the link ID (link R221) indicating the link traveled by the vehicle A with the travel position (P221, P222, P223, P224, P225) of the vehicle A corresponding to the link R211. Then, it writes in the link attribute setting table 242_1.
Although detailed description is omitted, the link setting unit 211 determines a corresponding link for other position information stored in the travel history information table 241, and indicates a link that the vehicle A has traveled. And the travel position corresponding to the link ID are written in the link attribute setting table 242_1. The link setting unit 211 sets the link IDs of the links corresponding to the position information P221, P222, P223,... In the link ID item of the link attribute setting table 242_1 in chronological order according to the time when the position information is detected. By storing, it is possible to set a link indicating a travel history of travel of the vehicle A.

Next, the speed setting unit 212 selects one link from the links set by the link setting unit 211 and changes the speed in each selected link based on the speed information stored in the travel history information table 241. Is greater than a predetermined threshold value. Then, the speed setting unit 212 divides the selected link at a point where the speed change amount is larger than the threshold, and sets the link speed (that is, the average free flow rate) of the vehicle A for each divided section. When there is no point where the amount of change in speed is greater than the threshold value in the selected link, the speed setting unit 212 sets the average free flow rate of the vehicle A in the selected link without dividing the selected link.
In the present embodiment, the speed setting unit 212 calculates the average value of the speed of the vehicle A in the divided section or link, and uses the calculated average value as the link speed of the divided section or link ( Set as average hourly flow velocity).

Specifically, the speed setting unit 212 refers to the travel history information table 241 and the link attribute setting table 242_1, and calculates a speed change amount between travel positions in each link. The speed setting unit 212 calculates a difference ΔVn = ABS (Vn−Vini) between the speed Vini at the first travel position on the selected link and the speed Vn at the Nth travel position on the link. The speed change amount ΔVn. Then, the speed setting unit 212 compares the calculated speed change amount ΔVn with a predetermined division threshold value VDivTh. When the speed change amount ΔVn is larger than the division threshold value VDivTh (speed change amount ΔVn> division threshold value VDivTh), the speed setting unit 212 determines the travel position from the first time to the Nth time in the selected link from the selected link. The average free flow velocity is set for the segmented section (also referred to as a divided link). Note that the speed setting unit 212 sets the end point of cutout as the initial coordinates of the remaining divided links, and repeats the same processing for the remaining divided links. On the other hand, when the speed change amount ΔVn is equal to or less than the division threshold value VDivTh (speed change amount ΔVn ≦ division threshold value VDivTh), the average free flow velocity up to the Nth time is calculated without dividing the selected link.
From the first time to the Nth time, when the travel positions corresponding to the same link are arranged in time series, the first time is the most recently acquired travel position, and the Nth time is the future after N times from the first time. Is the travel position acquired in When the travel positions in the same link are stored in association with each link ID in the acquired time series in the link attribute setting table 242_1, the speed setting unit 212 is associated with this link ID. A speed change amount ΔVn of the traveling position in the link is calculated and compared with the division threshold value VDivTh.

  For example, it is assumed that the speed setting unit 212 selects one link R21 from the links R21, R22, R23, R24... Set by the link setting unit 211. Then, the speed setting unit 212 reads the traveling speeds V211, V212, V213 respectively corresponding to the traveling positions P211, P212, P213 included in the link R21 from the traveling history information table 241. The speed setting unit 212 calculates the difference between the travel speed V211 at the travel position P211 and the travel speed V212 at the travel position P212 to obtain the speed change amount ΔV2. Then, the speed change amount ΔV2 is compared with the division threshold value VDivTh. Here, it is assumed that the speed change amount ΔV2 ≦ the division threshold value VDivTh. In this case, the speed setting unit 212 continues to calculate the difference between the travel speed V211 at the travel position P211 and the travel speed V213 at the travel position P213 to obtain the speed change amount ΔV3. Here again, it is assumed that the speed change amount ΔV3 ≦ the division threshold value VDivTh. In this case, the speed setting unit 212 calculates the average free flow rate of the link R21 based on the traveling speeds V211, V212, V213 without dividing the selected link R21. The speed setting unit 212 writes the calculated average free flow rate α21 in the link attribute setting table 242_2 shown in FIG. 12B in association with the link ID of the link R21.

  Next, it is assumed that the speed setting unit 212 selects one link R22 from the links R21, R22, R23, R24... Set by the link setting unit 211. Then, the speed setting unit 212 reads the traveling speeds V221, V222, V223, and V214 respectively corresponding to the traveling positions P221, P222, P223, and P214 included in the link R22 from the traveling history information table 241. The speed setting unit 212 calculates the difference between the travel speed V221 at the travel position P221 and the travel speed V222 at the travel position P222 to obtain the speed change amount ΔV2. Then, the speed change amount ΔV2 is compared with the division threshold value VDivTh. Here, it is assumed that the speed change amount ΔV2 ≦ the division threshold value VDivTh. In this case, the speed setting unit 212 continues to calculate the difference between the travel speed V221 at the travel position P221 and the travel speed V223 at the travel position P223 to obtain the speed change amount ΔV3. Here again, it is assumed that the speed change amount ΔV3> the division threshold value VDivTh. In this case, the speed setting unit 212 divides the selected link R21 at the travel position P223, and associates the divided section with the link ID of the link R21 in the division position column of the link attribute setting table 242_1. It is written that the travel positions are P221 to P223.

Subsequently, the speed setting unit 212 calculates the difference between the travel speed V221 at the travel position P221 and the travel speed V224 at the travel position P224 to obtain the speed change amount ΔV4. Then, the speed change amount ΔV4 is compared with the division threshold value VDivTh. Here, it is assumed that speed change amount ΔV4 ≦ division threshold value VDivTh. In this case, the speed setting unit 212 continues to calculate the difference between the travel speed V221 at the travel position P221 and the travel speed V225 at the travel position P225 to obtain the speed change amount ΔV5. Then, the speed change amount ΔV5 is compared with the division threshold value VDivTh. Here, it is assumed that speed change amount ΔV5 ≦ division threshold value VDivTh.
Then, the speed setting unit 212 indicates that the remaining position obtained by dividing the selected link R22 at the travel position P223 where the speed change is larger than the threshold is the travel positions P223 to P225 as the link ID of the link R21. Correspondingly, it is written in the division position column of the link attribute setting table 242_1.

Next, the speed setting unit 212 calculates an average free flow velocity for each of the divided sections (P221 to P223) and the remaining divided sections (P223 to P225). That is, the speed setting unit 212 calculates the average free flow velocity α22-1 of the divided sections (P221 to P223) based on the traveling speeds V211, V212, V213. Further, the speed setting unit 212 calculates an average free flow rate α22-2 of the remaining divided sections (P223 to P225) based on the traveling speeds V213 and V214. Then, the speed setting unit 212 associates the calculated mean free flow velocities α22-1 and α22-2 with the divided sections (P221 to P223) and (P223 to P225) in the link attribute setting table 242_2. Write.
As described above, when the speed change in the link is equal to or greater than the threshold value, the travel path is obtained using the link ID by obtaining the average free flow velocity for each section into which the link is divided, and the speed change in the link is Even if it is large, the mean free flow velocity for each section can be obtained more accurately.

[Example of position detection method]
Next, a detection example of the position detection unit 103 of the travel history information collection device 100 will be described with reference to FIG.
The GPS receiver 131 of the traveling history information collecting apparatus 100 of the vehicle A receives radio waves from the GPS satellite 90 at a constant cycle. The GPS receiver 131 measures the latitude and longitude from the information included in the received radio wave, and the latitude and longitude information, the time information included in the received radio wave, and the reliability of the information included in the received radio wave. Outputs information indicating the degree.
In the present embodiment, the GPS receiver 131 includes information indicating that the position of the travel history information collection device 100 is a point P11 (latitude ψ1, longitude λ1), and time information indicating the time T when the position is detected. Then, information in which the information indicating the reliability “high” is associated with each other is output.

Next, the GPS complementary sensor unit 132, based on the rotation direction of the vehicle A obtained from the gyro sensor and the speed information of the vehicle A obtained from the acceleration sensor, travel history information at the time T1 output by the GPS receiver 131. The calculation which estimates the position where the collection apparatus 100 exists is performed. In the present embodiment, it is assumed that the GPS complementary sensor unit 132 obtains information indicating the point P12 (latitude ψ2, longitude λ2) as the position of the travel history information collection device 100 as a calculation result.
Then, the dead reckoning processing unit 133 calculates the position of the travel history information collection device 100 by the method shown in FIG. 13 using the information on the two positions obtained from the GPS receiver 131 and the GPS complementary sensor unit 132. .
Specifically, the position of the travel history information collection device 100 estimated by the GPS complementary sensor unit 132 by calculation is the position indicated by the point P12 (latitude ψ2, longitude λ2), and the latitude output by the GPS receiver 131. And the position based on the longitude information are positions indicated by a point P11 (latitude ψ1, longitude λ1). In this case, the dead reckoning processing unit 133 sets the position of the point P13 (latitude ψ3, longitude λ3) to the position of the travel history information collection device 100 by calculating the weighted weight using the reliability of the information output from the GPS receiver 131 as a weight. Calculate as That is, as the reliability of the information output from the GPS receiver 131 is higher, the position of the point P13 (latitude ψ3, longitude λ3) is the position of the point P11 (latitude ψ1, longitude λ1) output from the GPS receiver 131. Will approach.
The dead reckoning navigation processing unit 133 associates the calculated position information (that is, information indicating the point P13 (latitude ψ3, longitude λ3)) with the information indicating the time T1 output by the GPS receiver 131, respectively. Write to the travel history information table 161.
In addition, the position which becomes a starting point when the GPS complementary sensor unit 132 performs a calculation for estimating the position is a position indicated by a point P13 (latitude ψ3, longitude λ3).

[Example of map matching]
An example of the map matching process by the link setting unit 211 will be described. The link setting unit 211 reads the position information of the vehicle A stored in the travel history information table 241 and the time information associated with the position information from the HDD 204 and arranges them in time series, that is, the trajectory of the vehicle A, that is, The trajectory of the travel history information collection device 100 is obtained.
For example, it is assumed that the trajectory of the travel history information collecting apparatus 100 is a trajectory I as indicated by a dotted line in FIG. Based on the trajectory I, the link setting unit 211 extracts three routes, candidate routes C1, C2, and C3, from the road map data stored in the HDD 204 as route candidates corresponding to the obtained trajectory I. Then, the link setting unit 211 selects a route candidate having the smallest error amount from the area (shaded region in FIG. 14) of the region surrounded by the obtained trajectory I and the respective routes of the route candidates C1, C2, and C3. judge. In the present embodiment, the link setting unit 211 determines the route candidate C2 having the smallest area (shaded area in FIG. 14) surrounded by the locus I and the route candidate as the locus of the travel history information collection device 100. It is determined as a route corresponding to I.

Then, the link setting unit 211 matches the route C2 determined to be the route of the trajectory I with the latest position information, and detects the link where the travel history information collection device 100 exists. The link setting unit 211 records information (link ID) indicating the detected link in association with the position and time information in the link attribute setting table 242 of the HDD 204 based on the time information corresponding to the link ID. .
In the present embodiment, it is assumed that the point P13 (latitude ψ3, longitude λ3) is a position included in the area corresponding to the link R1. In this case, the link setting unit 211 determines that the travel history information collection device 100 was on the link R1 at time T2. Then, the link setting unit 211 writes “1” in the link item corresponding to the time T2. Note that the link setting unit 211 writes “-” in the item of the link in the table when the corresponding link ID cannot be detected.

  It should be noted that a program for realizing the function of each processing unit in the present invention is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into a computer system and executed to execute an assembly program. Conversion may be performed. Here, the “computer system” includes an OS and hardware such as peripheral devices. The “computer system” includes a WWW system having a homepage providing environment (or display environment). The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Further, the “computer-readable recording medium” refers to a volatile memory (RAM) in a computer system that becomes a server or a client when a program is transmitted via a network such as the Internet or a communication line such as a telephone line. In addition, those holding programs for a certain period of time are also included.

  The program may be transmitted from a computer system storing the program in a storage device or the like to another computer system via a transmission medium or by a transmission wave in the transmission medium. Here, the “transmission medium” for transmitting the program refers to a medium having a function of transmitting information, such as a network (communication network) such as the Internet or a communication line (communication line) such as a telephone line. The program may be for realizing a part of the functions described above. Furthermore, what can implement | achieve the function mentioned above in combination with the program already recorded on the computer system, and what is called a difference file (difference program) may be sufficient.

DESCRIPTION OF SYMBOLS 1 Vehicle power consumption simulation system 100 Traveling history information collection apparatus 101 Power supply circuit 102 Built-in battery 103 Position detection part 104 Speed acquisition part 105 Traveling history information creation part 106 Memory | storage part 107 External interface 108 Time measuring part 131 GPS receiver 132 GPS complementary sensor part 133 Dead Reckoning Processing Unit 161 Travel History Information Table 200 Vehicle Power Consumption Simulation Device 201 CPU
202 ROM
203 RAM
204 HDD
205 Operation Input Unit 206 Image Display Unit 207 External Interface 208 Reading Unit 211 Link Setting Unit 212 Speed Setting Unit 213 Traffic Simulator 214 Power Consumption Estimating Unit 215 Simulation Model Setting Unit 216 Charging Determination Unit 241 Travel History Information Table 242 Link Attribute Setting Table 243 Traveling track table 300 Portable storage medium 400 Road network model 42 Link 44 Node 46 Charging station model 90 GPS satellite

Claims (7)

Based on the trajectory of the traveling object in which the position information at each time of the traveling object obtained by the preliminary traveling is arranged in time series with reference to the information indicating the link that is a division of the road determined in the traffic simulation. A link setting unit for setting a link traveled by the traveling object;
Based on the speed information at each time of the traveling object acquired by the preliminary traveling, a speed setting unit that sets an average free flow rate in the link set by the link setting unit,
Based on the link set by the link setting unit and the mean free flow velocity set by the speed setting unit, a traffic simulator that simulates the traffic of the vehicle,
A power consumption estimator that calculates power consumption of a vehicle traveling on the link based on data related to power consumption obtained from a traveling state of the vehicle simulated by the traffic simulator;
A vehicle power consumption simulation apparatus comprising: The speed setting unit
One link is selected from the links set by the link setting unit, and based on the speed information, it is determined whether or not the speed change amount in each selected link is larger than a predetermined threshold, The vehicle power consumption simulation apparatus according to claim 1, wherein the link is divided at a point where the speed change amount is larger than the threshold value, and an average free flow velocity is set for each divided section. The traffic simulator is
When a simulation condition representing a running condition of the vehicle to be simulated is set, the driving of the vehicle is simulated in a situation in which a disturbance indicated by the simulation condition is given to the running condition of the traveling object. The vehicle power consumption simulation device according to claim 1 or 2. A storage unit in which attribute information related to power consumption according to the vehicle type is recorded;
The power consumption estimation unit
4. The vehicle power consumption according to claim 1, wherein power consumption of the vehicle according to a vehicle type is calculated with reference to attribute information stored in the storage unit. 5. Simulation device. The link setting unit
The position coordinates at each time of the travel object acquired by the advance travel are applied to the position coordinates set in the traffic simulation, and a link corresponding to the road on which the travel object traveled is set. The vehicle power consumption simulation apparatus according to any one of claims 1 to 4. Based on the trajectory of the traveling object in which the position information at each time of the traveling object obtained by the preliminary traveling is arranged in time series with reference to the information indicating the link that is a division of the road determined in the traffic simulation. A link setting step for setting a link traveled by the traveling object;
A speed setting step for setting an average free flow velocity in the link set in the link setting step based on speed information at each time of the traveling object acquired by the preliminary traveling,
A traffic simulation step for simulating vehicle traffic based on the link set in the link setting step and the mean free flow velocity set in the speed setting step;
A power consumption estimation step of calculating a power consumption of a vehicle traveling on the link based on data relating to power consumption obtained from the traveling state of the vehicle simulated in the traffic simulation step;
A vehicle power consumption simulation method comprising: Computer
Based on the trajectory of the traveling object in which the position information at each time of the traveling object obtained by the preliminary traveling is arranged in time series with reference to the information indicating the link that is a division of the road determined in the traffic simulation. Link setting means for setting a link on which the traveling object has traveled,
Speed setting means for setting an average free flow velocity in the link set by the link setting means based on speed information at each time of the traveling object acquired by the preliminary traveling,
Traffic simulator means for simulating vehicle traffic based on the link set by the link setting means and the mean free flow velocity set by the speed setting means;
Power consumption estimation means for calculating the power consumption of the vehicle traveling on the link based on the data related to the power consumption obtained from the traveling state of the vehicle simulated by the traffic simulator means;
Program to function as.

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