WO2014049878A1

WO2014049878A1 - Energy consumption estimation device, energy consumption estimation method, energy consumption estimation program, and recording medium

Info

Publication number: WO2014049878A1
Application number: PCT/JP2012/075259
Authority: WO
Inventors: 進大沢; 福田　達也; 安士　光男
Original assignee: パイオニア株式会社
Priority date: 2012-09-28
Filing date: 2012-09-28
Publication date: 2014-04-03

Abstract

An energy consumption estimation device (100) is provided with: a calculation unit (101) for calculating the estimated amount of energy consumption, which is the energy consumed per unit of time when a moving body travels; an acquisition unit (102) for acquiring the actual amount of energy consumption consumed by the moving body per unit of time as computed by a computation device mounted in the moving body; and an estimation unit (103) for estimating an interval energy amount consumed when the moving body travels through a predetermined interval, on the basis of the calculation results produced by the calculation unit (101) and the acquisition results of the acquisition unit (102).

Description

Energy consumption estimation device, energy consumption estimation method, energy consumption estimation program, and recording medium

The present invention relates to a consumption energy estimation device, a consumption energy estimation method, a consumption energy estimation program, and a recording medium that display energy consumption of a mobile object. However, the use of the present invention is not limited to the above-described consumption energy estimation device, consumption energy estimation method, consumption energy estimation program, and recording medium.

Conventionally, there is a technique for calculating the average fuel consumption and average power consumption of a moving object and estimating the cruising distance of the moving object using an energy estimation formula (for example, see Patent Document 1 below). For this estimation, coefficients such as acceleration and running resistance calculated according to the vehicle weight, vehicle dimensions, and the like are used.

Patent No. 4959862

However, in the above-described conventional technology, the energy consumption is estimated assuming the traveling state of the moving body under a certain condition. Therefore, with respect to the actual energy consumption that changes depending on the road condition, the user's driving method, etc. Could not cope, and the estimation accuracy of energy consumption could not be improved. For this reason, for example, it has become necessary for the user or the like to manually correct the deviation of the actual measurement result (actual consumption) from the estimation result.

On the other hand, there is a vehicle meter display or the like as a configuration for calculating energy consumption without using an energy estimation formula. In this case, the average fuel consumption, average electricity cost, cruising range, etc. are calculated from the energy actually consumed by the vehicle using data such as CAN (Controller Area Network) and displayed. Not used. In this case, calculation and estimation are performed using CAN data on the basis of the amount of energy consumed for a certain past time or a certain distance. Even in this configuration, it is impossible to cope with changes in road conditions and vehicle running conditions, and it is not possible to improve the estimation accuracy of energy consumption.

In order to solve the above-described problems and achieve the object, the energy consumption estimation apparatus according to the invention of claim 1 calculates an estimated energy consumption that is energy consumed per unit time when the mobile body travels. An acquisition unit that acquires an actual energy consumption amount consumed by the mobile unit per unit time calculated by a calculation unit mounted on the mobile unit, a calculation result by the calculation unit, and an acquisition by the acquisition unit A section consumption energy estimation unit that estimates a section energy amount consumed when the mobile body travels in a predetermined section based on the result.

According to a sixth aspect of the present invention, there is provided a consumption energy estimation method according to a consumption energy estimation method of a consumption energy estimation device for estimating consumption energy due to movement of a mobile body, wherein the mobile body consumes per unit time when traveling. A calculation step of calculating an estimated energy consumption that is energy, an acquisition step of acquiring an actual energy consumption consumed by the mobile unit per unit time, calculated by a calculation device mounted on the mobile unit, A section consumption energy estimation step of estimating a section energy amount consumed when the mobile body travels in a predetermined section based on a calculation result of the calculation step and a result of acquisition by the acquisition step. .

Further, the energy consumption estimation program according to the invention described in claim 7 causes the computer to execute the energy consumption estimation method according to claim 6.

Further, the recording medium according to the invention described in claim 8 is characterized in that the energy consumption estimation program according to claim 7 is recorded in a computer-readable state.

FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation apparatus according to the embodiment. FIG. 2 is a block diagram showing a functional configuration when the consumption energy estimation device is configured using a navigation device. FIG. 3 is a flowchart showing the processing content of the correction coefficient calculation. FIG. 4 is a flowchart showing the processing content of the route energy consumption estimation. FIG. 5 is a block diagram illustrating a hardware configuration of the navigation apparatus.

DETAILED DESCRIPTION Exemplary embodiments of a consumption energy estimation device, a consumption energy estimation method, a consumption energy estimation program, and a recording medium according to the present invention will be described below in detail with reference to the accompanying drawings.

(Embodiment)
FIG. 1 is a block diagram illustrating a functional configuration of the energy consumption estimation apparatus according to the embodiment. The energy consumption estimation apparatus 100 according to the embodiment includes a calculation unit 101, an acquisition unit 102, and an estimation unit 103.

The calculation unit 101 calculates an estimated energy consumption that is energy consumed per unit time when the mobile body travels. The calculation unit 101 calculates an estimated energy consumption using a predetermined estimation formula. The calculation unit 101 acquires vehicle weight, body size, speed information, and gradient information as necessary, as coefficients of the estimation formula.

The acquisition unit 102 acquires the actual energy consumption consumed by the moving body per unit time, which is calculated by an arithmetic device (for example, ECU: Electronic Control Unit) mounted on the moving body. The estimation unit 103 estimates the section energy amount consumed when the mobile body travels in a predetermined section based on the calculation result by the calculation unit 101 and the acquisition result by the acquisition unit 102. The acquisition unit 102 also stores information for calculating the actual energy consumption consumed by the moving body per unit time (for example, the actual energy consumption consumed by the moving body in a time shorter than the unit time) in the moving body. The actual energy consumption amount consumed by the mobile body per unit time may be calculated from the acquired arithmetic device and from the acquired information.

Here, the consumed energy is, for example, energy based on electricity in the case of an EV vehicle, and is energy based on electricity or the like in the case of an HV vehicle, PHV vehicle, or the like, for example, energy based on gasoline, light oil, gas, or the like. . The energy is, for example, energy based on electricity in the case of a fuel cell vehicle and hydrogen or fossil fuel that becomes a hydrogen raw material. (Hereinafter, EV cars, HV cars, PHV cars, and fuel cell cars are simply referred to as “EV cars”) In addition, in the case of energy, for example, gasoline cars, diesel cars (hereinafter simply referred to as “gasoline cars”), For example, energy based on gasoline, light oil, and gas.

Then, the estimation unit 103 obtains the estimation result (estimated energy consumption per unit time) estimated by the calculation unit 101 and the acquisition result (actual energy consumption per unit time) based on actual travel by the acquisition unit 102. By comparing, it is possible to estimate a section energy amount consumed when the mobile body travels in a predetermined section. Thus, by comparing the estimated energy consumption per unit time with the actual energy consumption, the estimated energy consumption can be accurately estimated using the actual energy consumption.

More specifically, the estimation unit 103 sets a correction coefficient that is calculated by comparing the estimated energy consumption per unit time with the actual energy consumption. And the estimation part 103 correct | amends the coefficient (For example, each coefficient, such as acceleration and driving resistance calculated according to a vehicle weight, a vehicle dimension, etc.) used for the estimation formula of the calculation part 101 using this correction coefficient. And the interval energy amount is estimated. By this correction, even if a change occurs in the road condition and the traveling state of the moving body, the energy consumption estimation result using the estimation formula can be corrected in unit time. Thereby, the estimation accuracy of energy consumption can be improved in response to changes in road conditions and driving conditions.

Hereinafter, examples of the present invention will be described. In the present embodiment, an example in which the present invention is applied will be described using a navigation device mounted on a vehicle as a consumption energy estimation device 100.

FIG. 2 is a block diagram showing a functional configuration when the energy consumption estimation device is configured using a navigation device. The navigation device 200 includes a CAN data processing unit 201, a unit time consumption energy estimation unit 202, a correction coefficient calculation unit 203, and a route consumption energy estimation unit 204.

The CAN data processing unit 201 is, for example, a vehicle of a vehicle managed by an electronic control unit (ECU) via an in-vehicle communication network “CAN” of the mobile body (vehicle) 210 on which the navigation device 200 is mounted. Data 211 is acquired. Then, the CAN data processing unit 201 calculates an actual energy consumption (a vehicle consumption energy amount and a steady consumption energy amount) based on speed information and power amount information included in the vehicle data 211. The amount of energy consumed by the vehicle is the total amount of energy consumed by the vehicle, and varies depending on the driving state and the like. The steady consumption energy amount is an energy amount that is constantly consumed without being directly related to the traveling of the vehicle, and varies depending on the use state of the electrical system, the air conditioning system, and the like of the vehicle. The CAN data processing unit 201 outputs the vehicle consumption energy amount and the steady consumption energy amount to the correction coefficient calculation unit 203 as vehicle data.

The unit time consumption energy estimation unit 202 estimates the energy consumption per unit time using a predetermined estimation formula. The estimated vehicle energy consumption and the estimated steady energy consumption are separately estimated. The unit time consumption energy estimation unit 202 outputs the estimated vehicle consumption energy amount and the estimated steady consumption energy amount to the correction coefficient calculation unit 203 as estimation data.

More specifically, the unit time consumption energy estimation unit 202 calculates each coefficient calculated from the vehicle weight, the body size, etc., for example, the amount of energy consumed per unit time on a regular basis (first information of the estimation formula). ), A coefficient relating to the acceleration component energy amount (second information), a coefficient relating to the weight of the vehicle, a coefficient relating to the air resistance component energy amount (third information), and a rolling resistance component energy amount (fourth information). The energy consumption is estimated by dividing it into coefficients related to (information).

At this time, the unit time energy consumption estimation unit 202 estimates the amount of energy consumed per unit time by using the acquired speed information and, further, gradient information as necessary. For these vehicle weight, body size, speed information, and gradient information, data detected by a sensor included in the general-purpose navigation apparatus 200 is used. For example, the speed information is obtained by correcting the pulse input of the vehicle speed sensor with GPS data. Not only this but these data (for example, speed information etc.) may use information which vehicles 210 output by CAN etc.

The correction coefficient calculation unit 203 outputs vehicle data (vehicle energy consumption, steady energy consumption) output from the CAN data processing unit 201 and estimated data (estimated vehicle consumption) output from the unit time energy consumption estimation unit 202. Energy amount and estimated steady energy consumption amount) are accumulated for a certain time every unit time. Then, a comparison coefficient is calculated between the vehicle data and the estimated data to calculate a correction coefficient and output it to the route consumption energy estimating unit 204. The accumulated time may be changed as appropriate.

In the correction coefficient calculation unit 203, vehicle data (vehicle consumption energy amount, steady consumption energy amount) output from the CAN data processing unit 201, and estimation data (each coefficient component of each coefficient component) output from the unit time consumption energy estimation unit 202 are output. The estimated vehicle energy consumption amount is accumulated for each coefficient component of the vehicle energy consumption amount and the steady energy consumption amount configured from the energy consumption amount. Then, only the energy required for traveling is extracted from the accumulated data of the vehicle data and the estimated data, and is used as the accumulated traveling energy consumption.

Specifically, for the vehicle data, the accumulated “steady consumption energy amount” is subtracted from the accumulated “vehicle consumption energy amount” to obtain the “accumulated travel consumption energy amount”. For the estimated consumption, the coefficient component is added excluding the steady consumption energy, and the accumulated “estimated travel consumption energy” is obtained. Then, the “cumulative travel energy consumption amount” is divided by the “cumulative estimated travel energy consumption amount”. The value thus obtained is used as a correction coefficient.

Use this correction coefficient as a coefficient of energy consumption related to acceleration (second information) used in the energy consumption estimation formula, coefficient of energy consumption related to air resistance (third information), energy consumption related to rolling resistance component (fourth information) ) Multiplied by the coefficient to obtain each coefficient after correction.

Specifically, the correction coefficient h is
h = cumulative driving energy consumption / cumulative estimated driving energy consumption = [ΣPr−Σk1 (small k1)] / ΣPT
Calculated by
Pr: Unit time power consumption value acquired by CAN k1 (small k1): Unit time steady energy consumption calculated by calculation processing from Pr PT: Unit time estimated travel energy consumption

The corrected coefficient h is used by multiplying the second information (k2), the third information (k3), and the fourth information (k4) related to traveling in the energy consumption estimation formula described later. The second information (k2 × h), the third information (k3 × h), and the fourth information (k4 × h).

The unit time energy consumption estimation unit 202 estimates the unit time energy consumption using the coefficients before correction. This prevents renormalization of the coefficient change to the accumulated value. The corrected coefficients are output to the route energy consumption estimation unit 204 and used for power estimation, cruising range calculation, and cruising range display calculation for traveling to the destination.

The route consumption energy estimation unit 204 obtains the current position, obtains information used for the variables of the consumption energy estimation formula, performs a route search from the current position of the moving object to the destination, and calculates the energy consumed in the planned travel route. Estimate using the energy consumption estimation formula. At this time, energy consumption is estimated using each coefficient after correction by the correction coefficient calculated by the correction coefficient calculation unit 203.

The acquisition of the current position is obtained by, for example, calculating the current position of the device using GPS information received from a GPS satellite. The variable is acquired by acquiring information on the speed of the moving body between nodes on which the moving body travels and using it as a variable of the energy consumption estimation formula.

Further, the route consumption energy estimation unit 204 may include a storage unit, store a travel history of the moving body, and use it for energy consumption estimation. The travel history of the mobile body includes speed, acceleration, travel time, actual energy consumption, vehicle information, and the like when the mobile body travels in the travel section in the past. The vehicle information includes vehicle weight, vehicle rotating part weight, efficiency, air resistance, and the like. The travel history of the moving body is stored for each travel section or each road type, for example. Then, a correction coefficient may be calculated for each recorded travel history.

(Correction coefficient calculation process)
FIG. 3 is a flowchart showing the processing content of the correction coefficient calculation. First, the CAN data processing unit 201 acquires energy consumption information, vehicle speed information, and the like from the vehicle via the CAN (step S301). Next, the CAN data processing unit 201 calculates vehicle data (vehicle energy consumption, steady energy consumption) per unit time based on information acquired from the vehicle (step S302). The unit time consumption energy estimation unit 202 calculates estimation data (estimated vehicle consumption energy amount, estimated steady consumption energy amount) based on the information acquired from the vehicle (step S303).

Thereafter, the correction coefficient calculation unit 203 accumulates the vehicle data and the estimated data, respectively, and calculates a correction coefficient corresponding to the difference between the two by comparison operation (step S304). Then, the correction coefficient calculation unit 203 outputs the correction coefficient to the route consumption energy estimation unit 204 (step S305).

(Route consumption energy estimation processing)
FIG. 4 is a flowchart showing the processing content of the route energy consumption estimation. The processing performed by the route consumption energy estimation unit 204 is shown. The route consumption energy estimation unit 204 corrects the coefficient used in the energy consumption estimation formula, and estimates the amount of energy consumption of the travel route to the destination.

First, the route consumption energy estimation unit 204 acquires a correction coefficient from the correction coefficient calculation unit 203 (step S401). Next, a corrected coefficient is derived from the travel energy calculation coefficient (second to fourth information) calculated from the vehicle weight, dimensions, etc., and the correction coefficient (step S402).

Then, the route search is started based on the destination setting by the operator (step S403). At this time, a route search is performed using link information (data such as distance between links of nodes and link required time) to derive a plurality of route candidates to the destination (step S404).

Thereafter, the route link information (distance of link, average speed, acceleration information, etc.) and the corrected coefficient are input to the route consumption energy calculation formula to calculate the total travel energy amount of the route (step S405). This process is performed for each route candidate.

Thereafter, for each route candidate, the total steady consumption energy amount in the route is calculated from the route required time and the unit time steady consumption energy amount calculated by the CAN data processing unit 201 (step S406). Then, the total steady energy consumption is added to the total travel energy to calculate the total energy consumption of the route. This is performed for each route, and the amount of route consumed energy for each route is set (step S407). The route consumption energy estimation unit 204 displays and outputs the route consumption energy amount for each route on a display unit (not shown).

According to the above processing, since the correction coefficient is calculated for each unit time, the coefficient used by the route consumption energy estimation unit 204 in the consumption energy estimation formula can be corrected in units of unit time. As a result, it is possible to always perform the energy consumption estimation corresponding to the latest driving situation, and to accurately estimate the amount of energy consumption up to the destination.

(Details of energy consumption estimation process)
Next, details of the energy consumption estimation process using the energy consumption estimation formula will be described. The above-described predetermined section such as between nodes will be described as a “travel section”. The unit time consumption energy estimation unit 202 and the route consumption energy estimation unit 204 described above each estimate the consumption energy in a predetermined “travel section”.

This travel section is a section in which the mobile body starts and travels, stops after it has traveled, and passes through until the next start. Specifically, the travel section is a section between a predetermined point on the road (hereinafter referred to as “node (road point)”) and another node (hereinafter referred to as “link (road section)”). It is. That is, the node is a point where the moving body stops and a point where the vehicle starts.

The link is one of the elements constituting the road network, and a unit between nodes is a unit. The link information includes, for example, link length (distance) data and predicted data of travel speed and average acceleration at the travel date and time. For example, when traveling in an urban area, a moving body is often stopped by a traffic light or the like. In this case, the node is, for example, an intersection where a traffic signal is installed. The link is, for example, a section between one intersection and another intersection.

The travel section may be a section composed of one link or a section composed of a plurality of continuous links. For example, in a continuous section composed of five nodes (four links), the moving body may repeat starting and stopping four times, and may finish traveling five nodes at one time. Specifically, if five nodes are intersections where traffic lights are installed, the moving body may stop at all the intersections, and the moving body may not stop at any of the intersections. Therefore, in detail, a travel segment is a single link consisting of two nodes where a mobile unit may start and stop, or a continuous group consisting of three or more nodes where a mobile unit may start and stop. Multiple links. Desirably, the travel segment is a link made up of two nodes that may stop. The reason is that all the links branched in all directions can be covered and calculated.

The information related to the speed of the moving object is, for example, the speed and acceleration of the moving object. The energy consumption estimation formula is an equation for estimating the energy consumption amount of the moving body in the travel section. Specifically, the energy consumption estimation formula is a polynomial composed of first information, second information, and third information having different factors that increase or decrease the energy consumption. Further, when the road gradient is clear, fourth information is further added to the energy consumption estimation formula. Details of the energy consumption estimation formula will be described later.

The first information is information related to energy consumed by the equipment provided on the moving object. Specifically, the first information is, for example, the amount of energy that is consumed when the vehicle is stopped with the engine running or when it is stopped by a signal (hereinafter referred to as energy consumption). That is, the first information is an energy consumption amount consumed due to a factor not related to the traveling of the moving body. More specifically, the first information is an energy consumption amount by an air conditioner or an audio provided in the moving body.

The second information is information related to energy consumed and recovered during acceleration / deceleration of the moving body. The time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes with time. Specifically, the time of acceleration / deceleration of the moving body is a traveling state in which the speed of the moving body changes within a predetermined time. The predetermined time is a time interval at regular intervals, for example, the unit time or a time interval within the unit time.

Further, in the case of an EV vehicle, the second information is a ratio (hereinafter referred to as “recovery rate”) between the amount of energy consumed when the moving body is accelerated and the amount of energy collected when the moving body is decelerated. Good. In the case of an EV vehicle, the recovered energy is energy that is recovered by converting kinetic energy generated during acceleration of the moving body into electrical energy during deceleration. A detailed description of the recovery rate will be described later.

Also, the recovered energy is energy that can be saved without consuming more energy than necessary in the case of a gasoline vehicle. Specifically, in the case of a gasoline vehicle, as a driving method for improving fuel consumption, a method of reducing the time required to step on the accelerator is known. That is, in a gasoline vehicle, fuel consumption can be suppressed by maintaining the traveling of the moving body by the kinetic energy (inertial force) generated when the moving body is accelerated. Further, by using the engine brake when the moving body is decelerated, it is possible to suppress fuel consumption caused by stepping on the brake. In other words, in the case of a gasoline vehicle, the consumed fuel is reduced (fuel cut) to save the fuel, but here it is assumed that the energy is recovered as in the case of an EV vehicle.

The third information is information related to energy consumed by the resistance generated when the mobile object is traveling. The traveling time of the moving body is a traveling state in which the speed of the moving body is constant, accelerated or decelerated within a predetermined time. The resistance generated when the mobile body travels is a factor that changes the travel state of the mobile body when the mobile body travels. Specifically, the resistance generated when the mobile body travels is resistance generated in the mobile body due to weather conditions, road conditions, vehicle conditions, and the like.

The resistance generated in the moving body due to the weather condition is, for example, air resistance due to weather changes such as rain and wind. The resistance generated in the moving body according to the road condition is road resistance due to road gradient, pavement state of road surface, water on the road surface, and the like. The resistance generated in the moving body depending on the vehicle condition is a load resistance applied to the moving body due to tire air pressure, number of passengers, loaded weight, and the like.

Specifically, the third information is energy consumption when the moving body is driven at a constant speed, acceleration or deceleration while receiving air resistance, road resistance, and load resistance. More specifically, the third information is consumed when the moving body travels at a constant speed, acceleration or deceleration, for example, air resistance generated in the moving body due to the head wind or road surface resistance received from a road that is not paved. Energy consumption.

The fourth information is information related to energy consumed and recovered by a change in altitude where the moving object is located. The change in altitude at which the moving body is located is a state in which the altitude at which the moving body is located changes over time. Specifically, the change in altitude at which the moving body is located is a traveling state in which the altitude changes when the moving body travels on a sloped road within a predetermined time.

Further, the fourth information is additional information that can be obtained when the road gradient in the predetermined section is clear, thereby improving the energy consumption estimation accuracy. In addition, when the slope of the road is unknown, or when simplifying the calculation, it is assumed that there is no change in the altitude at which the moving body is located, and the energy consumption is estimated with the road gradient θ = 0 in the energy estimation formula described later. Can do. In the following, except when there is a special explanation and when explaining the consumption energy estimation formula, there is no change in the gradient in the travel section, that is, θ = 0 in the consumption energy estimation formula described later (fourth information is not considered) This is explained on the assumption.

The energy estimation unit (unit time consumption energy estimation unit 202 and route consumption energy estimation unit 204), for example, the speed of a moving body managed by an electronic control unit (ECU) of a vehicle via CAN, You may acquire acceleration and use it as a variable regarding 1st information, 2nd information, and 3rd information.

In addition, the energy estimation unit acquires the travel time required for traveling in the travel section as a variable of the energy consumption estimation formula. For example, the time required when the mobile body traveled in the same travel section in the past is acquired as the travel time.

Also, the energy estimation unit obtains information on the remaining energy amount of the moving object and the actual energy consumption amount of the moving object in the travel section, and uses it as a variable of the energy consumption estimation formula. Here, the remaining energy amount is the amount of energy remaining in the fuel tank or battery of the mobile body. That is, in the case of an EV vehicle, the recovered energy amount is also included in the remaining energy amount. Specifically, for example, the remaining energy amount and the actual energy consumption amount managed by the ECU are acquired via CAN or the like.

In addition, the energy estimation unit satisfies one or both of the case where one travel section or another travel section adjacent to the one travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section. In this case, information on the speed of the moving body traveling in the travel section at that time is acquired as a variable related to the first information, the second information, and the third information.

The one travel section is a travel section where the mobile body is currently traveling. Another travel section adjacent to one travel section is a travel section connected to a node that is the end point of the one travel section. For example, when the node that is the end point of one travel section is a four-way road, the travel sections that are in three directions excluding the one travel section among the travel sections that branch in four directions from the node that is the end point of the one travel section Is another travel section.

The range to which the current position of the moving body belongs is a range including the current position of the moving body when the moving body is traveling. Specifically, the range to which the current position of the mobile body belongs may be a range having a predetermined area including a travel section in which the mobile body is traveling, such as 10 km ² , or an administrative district such as a municipality. It may be a range divided by. The specific type of travel section is a range divided by a specific type. The specific type is, for example, a road type.

Here, the road type is a type of road that can be distinguished by differences in road conditions such as legal speed, road gradient, road width, and presence / absence of signals. Specifically, the road type includes a narrow street (hereinafter referred to as “narrow street”) passing through a general national road, a highway, a general road, an urban area, and the like.

That is, the energy estimation unit acquires the actual speed and acceleration of the moving object traveling in one travel section as information on the speed in the one travel section. In addition, the energy estimation unit is configured so that when one travel section and another travel section are within a range to which the current position of the mobile body belongs or a specific type of travel section, the actual mobile body traveling in one travel section Are acquired as information on the speed in another travel section.

In addition, the energy estimation unit, when one travel section or another travel section is neither a range to which the current position of the mobile body belongs nor a specific type of travel section, of the travel history of the mobile body, Information on the speed of the moving body when traveling in a travel section in the past (hereinafter referred to as “information on travel speed”) is acquired.

Here, the travel history of the mobile body includes speed, acceleration, travel time, actual energy consumption, vehicle information, etc. when the mobile body traveled in the travel section in the past. The vehicle information includes vehicle weight, vehicle rotating part weight, efficiency, air resistance, and the like. The travel history of the moving body can be stored in the storage unit for each travel section or each road type, for example.

Specifically, when the mobile body is before departure (not in one travel section) or has not arrived at another travel section, the energy estimation unit may be the same travel section or the same predetermined in the past. The speed and acceleration when traveling in the range are acquired as information on travel speed. The predetermined range is, for example, a range that can be reached before the remaining energy amount runs out, a prefecture, a municipality, or the like.

Also, the energy estimation unit may acquire information on the travel speed even when one travel section or another travel section is within a range to which the current position of the mobile body belongs or a specific type of travel section. In this case, the energy estimation unit may calculate, for example, an average value of these pieces of information based on both the information about the actual speed and the information about the past travel speed.

The energy estimation unit acquires information on roads in the travel section and uses them as variables in the energy consumption estimation formula. Specifically, the information regarding the road concerning the past travel history memorize | stored in the memory | storage part is acquired. Further, the energy estimation unit may acquire information on the road from the map information stored in the storage unit, or may acquire a road gradient or the like from an inclination sensor or the like.

Here, the information on the road is, for example, road information that causes a change in the amount of energy consumed or recovered by the traveling of the moving body. Specifically, the information on the road is, for example, a running resistance generated in the moving body due to the road type, road gradient, road surface condition, and the like. The running resistance can be calculated by the following equation (1), for example. Generally, running resistance is generated in a moving body during acceleration or running.

The energy estimation unit estimates an energy consumption amount when traveling in the travel section based on a consumption energy estimation formula including the first information, the second information, and the third information. Specifically, the energy consumption amount of the mobile body in a travel section is estimated based on the acquired information on the speed of the mobile body. In addition, when the road gradient is clear, the energy consumption amount when traveling in the travel section may be estimated based on the consumption energy estimation formula to which the fourth information is added.

More specifically, the energy consumption per unit time is estimated based on the consumption energy estimation formula shown in the following formula (2) or (3), or both formulas. The energy consumption amount of the moving body during acceleration and traveling is the product of travel resistance, travel distance, net motor efficiency, and transmission efficiency, and is expressed by the following equation (2). The energy consumption estimation formula shown in formula (2) is a theoretical formula that estimates the energy consumption per unit time during acceleration and traveling.

Where ε is the net thermal efficiency and η is the total transmission efficiency. If the sum of the acceleration α of the moving object and the acceleration g of the gravity from the road gradient θ is the combined acceleration | α |, the consumption energy estimation formula when the combined acceleration | α | is negative is the running resistance, the running distance, and the net motor. It is the product of efficiency and transmission efficiency, and is expressed by the following equation (3). The case where the combined acceleration | α | is negative is when the moving body is decelerating. The energy consumption estimation formula shown in Formula (3) is a theoretical formula that estimates the energy consumption per unit time during deceleration.

In the above formulas (2) and (3), the first term on the right side is the energy consumption (first information) consumed by the equipment provided in the moving body. The second term on the right side is the energy consumption (fourth information) due to the gradient component and the energy consumption (third information) due to the rolling resistance component. The third term on the right side is energy consumption (third information) due to the air resistance component. Further, the fourth term on the right side of the equation (2) is the energy consumption (second information) by the acceleration component. The fourth term on the right side of the equation (3) is the energy consumption (second information) by the deceleration component. The information indicated by the other variables is the same as the above equation (1).

In the above formulas (2) and (3), the motor efficiency and the drive efficiency are considered to be constant. However, in practice, the motor efficiency and the driving efficiency vary due to the influence of the motor speed and torque. Therefore, the following equations (4) and (5) show empirical equations for estimating energy consumption per unit time. An empirical formula for estimating the energy consumption when the combined acceleration | α + g · sin θ | is positive is expressed by the following formula (4). That is, the energy consumption estimation formula shown in the formula (4) is an empirical formula for estimating the energy consumption per unit time during acceleration and traveling.

Also, the empirical formula for estimating the energy consumption when the composite acceleration | α + g · sin θ | is negative is expressed by the following formula (5). That is, the energy consumption estimation formula shown in Formula (5) is an empirical formula for estimating the energy consumption per unit time during deceleration.

In the above formulas (4) and (5), the coefficients a1 and a2 are constants set according to the status of the moving body. The coefficients k1, k2, and k3 are variables based on energy consumption during acceleration. The information indicated by the first term on the right side to the third term on the right side is the same as in the above equations (2) and (3).

The above formula (2), which is a theoretical formula, and the formula (4), which is an empirical formula, have similar structures. The first term on the right side of the equations (2) and (4) is a component that does not depend on the speed, and is both first information. The second term on the right side of equation (4) is the energy consumption for the gradient resistance and acceleration resistance. That is, the second term on the right side of the equation (4) is the second information representing the increase in kinetic energy due to the speed increase and the fourth information representing the increase in potential energy due to the altitude change. This corresponds to the acceleration component of the term and the gradient component of the second term on the right side of equation (2). The third term on the right side of equation (4) is third information, and corresponds to the rolling resistance component of the second term on the right side of equation (2) and the air resistance component of the third term on the right side of equation (2).

The above formula (3), which is a theoretical formula, and the formula (5), which is an empirical formula, have similar structures in the same manner as the relationship between the formulas (2) and (4) described above. Β in the second term on the right side of the equation (5) is the amount of potential energy and kinetic energy recovered (hereinafter referred to as “recovery rate”).

The energy estimation unit inputs the travel speed V and the travel acceleration α per unit time using the consumption energy estimation formula shown in the above formula (4) or (5), or both formulas, so that the travel speed Alternatively, the energy consumption at the moment when the travel acceleration is acquired may be estimated. However, when the travelable range is estimated using the above formula (4) or (5), the speed and acceleration per unit time in the entire travel section process to be traveled are acquired every 1 second, for example, and 1 second If an attempt is made to estimate the energy consumption every time, the calculation amount may become enormous.

Therefore, the energy estimation unit may estimate the energy consumption in this section by using the average value of the traveling speed and the average value of the traveling acceleration in a certain section. Here, the section gathered to some extent is a section where the mobile body travels, and may be a travel section, for example. The energy consumption amount in the section can be obtained by using a consumption energy estimation formula defined based on the above formula (4) or formula (5). Specifically, as the second information, the energy estimation unit averages the energy consumption per unit time consumed when the mobile body is accelerated and the energy consumption per unit time collected when the mobile body is decelerated. Use the estimation formula.

More specifically, the energy estimation unit estimates the energy consumption using the empirical formula of the energy consumption in the section shown in the following equation (6) or (7), or both equations. Good.

The consumption energy estimation formula shown in the following equation (6) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile body travels is positive. The case where the altitude difference Δh is positive is a case where the moving body is traveling uphill.

On the other hand, the consumption energy estimation formula shown in the following equation (7) is a consumption energy estimation formula in the section when the altitude difference Δh of the section in which the mobile body travels is negative. The case where the altitude difference Δh is negative is a case where the moving body is traveling downhill.

In the above formulas (6) and (7), the first term on the right side is the energy consumption (first information) consumed by the equipment provided in the moving body. The second term on the right side is the energy consumption (second information) by the acceleration resistance. The third term on the right side is energy consumption consumed as potential energy (fourth information). The fourth term on the right side is energy consumption (third information) due to air resistance and rolling resistance (hereinafter collectively referred to as running resistance) received per unit area.

Further, the energy estimation unit may acquire, for example, the recovery rate β provided by the manufacturer, or may calculate the recovery rate β based on information about the speed acquired from the vehicle.

Then, the energy estimation unit calculates the energy consumption per unit time when traveling in the travel section based on one or more of the consumption energy estimation formulas shown in the above formulas (2) to (5). In addition to the estimation, the energy consumption when traveling in the travel section is estimated by integrating the travel time.

Specifically, the energy estimation unit estimates the energy consumption per unit time based on the consumption energy estimation formula using the information about the actual speed or the information about the travel speed, and integrates it with the travel time, Estimate energy consumption in the travel segment.

Then, the energy estimation unit uses the corrected coefficient h calculated by the correction coefficient calculation unit 203 as the second information (k2), the third information (k3), and the fourth information (k4) regarding travel in the consumption energy estimation formula. Is multiplied by each. The second information (k2 × h), the third information (k3 × h), and the fourth information (k4 × h).

Thereby, the route energy consumption estimation unit 204 estimates the energy consumption of the planned travel route using each coefficient after the correction coefficient calculated by the correction coefficient calculation unit 203. At this time, it becomes possible to perform highly accurate estimation adapted to the actual vehicle and the running state.

(Hardware configuration of navigation device)
Next, the hardware configuration of the navigation device will be described. FIG. 5 is a block diagram illustrating a hardware configuration of the navigation apparatus. In FIG. 5, a navigation device 200 includes a CPU 501, a ROM 502, a RAM 503, a magnetic disk drive 504, a magnetic disk 505, an optical disk drive 506, an optical disk 507, an audio I / F (interface) 508, a microphone 509, a speaker 510, an input device 511, A video I / F 512, a display 513, a camera 514, a communication I / F 515, a GPS unit 516, and various sensors 517 are provided. The components 501 to 517 are connected by a bus 520, respectively.

The CPU 501 governs overall control of the navigation device 200. The ROM 502 records programs such as a boot program, a travel distance estimation program, a data update program, and a map data display program. The RAM 503 is used as a work area for the CPU 501. That is, the CPU 501 governs overall control of the navigation device 200 by executing various programs recorded in the ROM 502 while using the RAM 503 as a work area.

The magnetic disk drive 504 controls the reading / writing of the data with respect to the magnetic disk 505 according to control of CPU501. The magnetic disk 505 records data written under the control of the magnetic disk drive 504. As the magnetic disk 505, for example, an HD (hard disk) or an FD (flexible disk) can be used.

Also, the optical disk drive 506 controls reading / writing of data with respect to the optical disk 507 according to the control of the CPU 501. The optical disk 507 is a detachable recording medium from which data is read according to the control of the optical disk drive 506. As the optical disc 507, a writable recording medium can be used. In addition to the optical disk 507, an MO, a memory card, or the like can be used as a detachable recording medium.

Examples of information recorded on the magnetic disk 505 and the optical disk 507 include map data, vehicle information, road information, travel history, and the like. Map data is used to display information related to the distance that can be traveled in a car navigation system. Background data that represents features (features) such as buildings, rivers, and the ground surface, and roads that represent road shapes with links and nodes. Includes shape data. Here, the vehicle information, road information, and travel history are data relating to roads used as variables in the energy consumption estimation formulas shown in the above formulas (2) to (7).

The voice I / F 508 is connected to a microphone 509 for voice input and a speaker 510 for voice output. The sound received by the microphone 509 is A / D converted in the sound I / F 508. For example, the microphone 509 is installed in a dashboard portion of a vehicle, and the number thereof may be one or more. The speaker 510 outputs a sound obtained by D / A converting a predetermined sound signal such as route guidance in the sound I / F 508.

Examples of the input device 511 include a remote controller, a keyboard, and a touch panel that are provided with a plurality of keys for inputting characters, numerical values, various instructions, and the like. The input device 511 may be realized by any one of a remote controller, a keyboard, and a touch panel, but may be realized by a plurality of forms.

The video I / F 512 is connected to the display 513. Specifically, the video I / F 512 is output from, for example, a graphic controller that controls the entire display 513, a buffer memory such as a VRAM (Video RAM) that temporarily records image information that can be displayed immediately, and a graphic controller. And a control IC for controlling the display 513 based on the image data to be processed.

The display 513 displays icons, cursors, menus, windows, or various data such as characters and images. As the display 513, for example, a TFT liquid crystal display, an organic EL display, or the like can be used.

The camera 514 captures images inside or outside the vehicle. The image may be either a still image or a moving image. For example, the outside of the vehicle is photographed by the camera 514 and the photographed image is analyzed by the CPU 501 or a recording medium such as the magnetic disk 505 or the optical disk 507 via the image I / F 512. Or output to

The communication I / F 515 is connected to a wireless / wired network and functions as an interface between the navigation device 200 and the CPU 501. Communication networks that function as networks include public line networks, mobile phone networks, DSRC (Dedicated Short Range Communication), LANs, WANs, and CANs. The communication I / F 515 includes, for example, a network module, a public line connection module, an ETC (non-stop automatic fee payment system) unit, an FM tuner, a VICS (Vehicle Information and Communication System) / beacon receiver, and the like.

The GPS unit 516 receives radio waves from GPS satellites and outputs information indicating the current position of the vehicle. The output information of the GPS unit 516 is used together with the output values of the various sensors 517 when the CPU 501 calculates the current position of the vehicle. The information indicating the current position is information for specifying one point on the map data, such as latitude / longitude and altitude.

Various sensors 517 output information for judging the position and behavior of the vehicle, such as a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, and a tilt sensor. The output values of the various sensors 517 are used by the CPU 501 to calculate the current position of the vehicle and to calculate the amount of change in speed and direction.

Each component of the navigation device 200 shown in FIG. 2 uses a program or data recorded in the ROM 502, RAM 503, magnetic disk 505, optical disk 507, etc. shown in FIG. The function is realized by controlling each part in the navigation device 200.

In the energy consumption estimation described above, the amount of energy consumed varies depending on the vehicle state, road conditions, how the user runs, etc. in actual vehicle travel. In the current (conventional) energy consumption estimation (fuel consumption / electricity cost estimation), the energy consumption estimation (fuel consumption / electricity cost estimation) is performed on the assumption of a running state under a certain condition. For this reason, it is not possible to automatically cope with the actual energy consumption (electricity consumption / fuel consumption) that changes depending on the vehicle state, road conditions, how the user runs, and the like. For this reason, conventionally, the estimated energy consumption (fuel consumption / electricity estimation) is corrected and adjusted to a predetermined time to approach the actual consumption energy (fuel consumption / electricity estimation). Specifically, the navigation system is provided with a function for correcting and adjusting the estimated energy consumption (fuel consumption / electricity cost), and correction adjustment is possible when the user performs an input operation manually. However, it is difficult for the user to accurately know the actual energy consumption in real time, and conventionally it is difficult to improve the accuracy of energy consumption estimation. In addition, it takes time and effort for the user to make correction adjustments according to the situation.

On the other hand, according to the present invention, it is possible to estimate in real time and with higher accuracy corresponding to the vehicle situation, road situation, user's running method, and the like using the actual energy consumption. In addition, the user does not need to perform correction and adjustment operations on the navigation system. In addition, since the estimation accuracy can be improved, the accuracy in the reroute search can be improved, and specifically, the accuracy of the energy consumption estimation in the route search or the like is improved. It is also possible to improve the accuracy of cruising range estimation and cruising range display. In addition, it is not necessary for the user to set the correction amount by himself, so that troublesome operations are unnecessary, and correction corresponding to the vehicle conditions, road conditions, how the user runs, etc. can be automatically performed.

Also, not all of the energy consumed by the vehicle is used for traveling, but energy is also consumed by electrical equipment and air conditioning. In calculating the correction value of the coefficient, it is necessary to extract the actual energy consumption amount obtained from the CAN, the estimated energy consumption amount, and only the energy amount used for traveling to calculate the correction value. For this reason, the cumulative value of energy consumption estimation is accumulated separately for each coefficient. As a result, it is possible to calculate only the estimated energy consumption cumulative value related to traveling. Moreover, the energy consumption from CAN may include energy consumption such as electrical equipment and air conditioning. In order to cope with this, the energy consumption and speed information of CAN are used to estimate and calculate the amount of energy that is constantly consumed outside of traveling such as electrical equipment and air conditioning. The amount of energy consumed is being subtracted. Thereby, the energy amount consumed by driving | running | working can be obtained.

Also, at the beginning of the correction value calculation process, the amount of accumulated data is small, so the change in the correction value is likely to change greatly. In order to prevent this, a constant value may be added as an initial value to each of the accumulated travel energy consumption and the cumulative estimated travel energy consumption. For example, a correction value is calculated by adding a constant amount of power kW for an EV vehicle, and a constant gasoline amount cc for a gasoline vehicle. Further, when the input values of the vehicle weight and the vehicle dimensions change, it is recognized that the vehicle has changed, and it is determined that the previous coefficient and correction value cannot be used, and the past cumulative value may be reset. When the sensor learning is reset, it is considered that the installation state or the like of the navigation device has changed, and a function for resetting past accumulated values may be provided.

Also, if the tilt information from the tilt sensor is calculated as 0, the influence of the accuracy of the tilt sensor can be eliminated. When the accuracy of the tilt sensor is high, the estimation accuracy can be improved by performing the estimation calculation by incorporating the tilt information.

Further, the calculation of the correction value based on the unit time data accumulation described above may be an accumulated value of a past fixed time and a past fixed distance, or a moving average of the past fixed time and a past fixed distance may be used. If the correction value is calculated using the accumulated value of the past fixed time and the past fixed distance, the influence of the past data is reduced, so that the correction value adapted to the current situation can be calculated. As a result, correction according to the current vehicle situation, running situation, and the like is possible, and estimation accuracy can be improved. On the other hand, if the correction value is calculated using the accumulation of all the past data, it becomes difficult to be affected by fluttering that the correction value fluctuates greatly every time the current situation changes.

Also, it can be corrected by specifying certain conditions according to the driving conditions of the vehicle, such as only in urban areas and only on highways. For example, it is possible to correct the air resistance of the third information for each traveling condition. For example, if correction values according to road conditions and traveling conditions such as high-speed correction values and urban correction values are set, it is possible to improve estimation accuracy according to the situation.

Furthermore, when individual energy consumption information such as electrical components and air conditioning can be obtained from the vehicle in real time, the actual driving energy consumption may be calculated using these information. Thus, the estimation accuracy of energy consumption can be further improved.

Also, the remaining energy amount information from the vehicle (for example, the SOC (remaining battery capacity) in the EV vehicle, the remaining gasoline amount in the tank in the gasoline vehicle), and the energy consumption efficiency obtained from the route consumption energy amount estimation (for example, in the EV vehicle) It is possible to calculate the cruising range using the power consumption rate, or the fuel consumption rate for gasoline vehicles). In addition, by using the remaining energy amount information and energy consumption efficiency, a process for sequentially searching for nodes that are estimated to be reachable in each direction around the vehicle position is performed. It is possible to calculate the cruising distance centered on the vehicle position. At this time, if the correction coefficient is updated continuously (for example, every unit time), it is possible to calculate the cruising distance with higher accuracy according to the situation.

In the above configuration, the navigation apparatus mounted on the vehicle is used for estimating the energy consumption. However, the present invention is not limited to this, and the energy consumption estimation may be performed using a server or the like outside the vehicle. A vehicle and a navigation apparatus transmit CAN information and speed information to a server via a network. The server includes each component described in FIG. 2, calculates a correction coefficient, estimates the energy consumption, and transmits the estimated energy to the vehicle. Thereby, on the vehicle side, it is only necessary to display and output the estimated energy consumption calculated by the server, the processing load can be shared by the entire system, and the processing load of the navigation device can be reduced.

As another configuration example, the server is configured to perform only correction coefficient calculation and transmit the correction coefficient to the navigation device in the configuration of FIG. 2, and the navigation device estimates the amount of energy consumption based on the correction coefficient. You can also

The method for estimating energy consumption described in the present embodiment can be realized by executing a program prepared in advance on a computer such as a personal computer or a workstation. This program is recorded on a computer-readable recording medium such as a hard disk, a flexible disk, a CD-ROM, an MO, and a DVD, and is executed by being read from the recording medium by the computer. The program may be a transmission medium that can be distributed via a network such as the Internet.

DESCRIPTION OF SYMBOLS 100 Energy consumption estimation apparatus 101 Calculation part 102 Acquisition part 200 Navigation apparatus 201 CAN data processing part 202 Unit time energy consumption estimation part 203 Correction coefficient calculation part 204 Route consumption energy estimation part 211 Vehicle data

Claims

A calculation unit that calculates an estimated energy consumption that is energy consumed per unit time when the mobile object travels;
An acquisition unit that acquires an actual energy consumption amount consumed by the moving body per unit time calculated by an arithmetic device mounted on the moving body;
Based on the calculation result by the calculation unit and the acquisition result by the acquisition unit, a section energy consumption estimation unit that estimates a section energy amount consumed when the mobile body travels in a predetermined section;
A device for estimating energy consumption.
The calculation unit calculates the estimated energy consumption using a predetermined estimation formula,
The section consumption energy estimation unit compares the calculation result by the calculation unit and the acquisition result by the acquisition unit, corrects a coefficient used in the estimation formula, and estimates the section energy amount.
The energy consumption estimation apparatus according to claim 1.
The calculation unit includes:
The estimated energy consumption amount is divided into an estimated vehicle energy consumption amount consumed when the mobile body travels and an estimated steady energy consumption amount consumed by the equipment provided in the mobile body,
The actual energy consumption amount is calculated by dividing the actual energy consumption amount into a vehicle consumption energy amount consumed when the moving body travels and a steady consumption energy amount consumed by equipment included in the moving body, respectively. The energy consumption estimation apparatus according to claim 1 or 2.
The section consumption energy estimation unit accumulates the estimated energy consumption and input information for calculating the actual energy consumption for each unit time, and calculates each unit time or every fixed time. The apparatus for estimating energy consumption according to any one of claims 1 to 3, characterized in that:
Each component is configured using a navigation device mounted on the moving body,
The acquisition unit acquires input information for calculation of actual energy consumption from the arithmetic device of the mobile body,
The consumption energy estimation apparatus according to any one of claims 1 to 3, wherein the calculation unit calculates the estimated energy consumption using a detection output of a sensor included in the navigation apparatus.
In the energy consumption estimation method of the energy consumption estimation device for estimating energy consumption due to movement of a moving object,
A calculation step of calculating an estimated energy consumption that is energy consumed per unit time when the mobile body travels;
An acquisition step of acquiring an actual energy consumption consumed by the moving body per unit time calculated by an arithmetic device mounted on the moving body;
Based on the calculation result by the calculation step and the acquisition result by the acquisition step, a section consumption energy estimation step for estimating a section energy amount consumed when the mobile body travels in a predetermined section;
A method for estimating energy consumption.
A computer program for causing the computer to execute the method for estimating energy consumption according to claim 6.
A computer-readable recording medium on which the energy consumption estimation program according to claim 7 is recorded.