WO2017047171A1

WO2017047171A1 - Traveling plan generation apparatus, vehicle, traveling plan generation system, and computer program

Info

Publication number: WO2017047171A1
Application number: PCT/JP2016/067247
Authority: WO
Inventors: 光司荒井
Original assignee: 住友電気工業株式会社
Priority date: 2015-09-16
Filing date: 2016-06-09
Publication date: 2017-03-23
Also published as: JP2017058249A

Abstract

A traveling plan generation apparatus according to the present invention comprises a route determination unit that determines a route from the present location of a vehicle to a destination, a traffic information acquisition unit that acquires traffic information for the determined route, a road information acquisition unit that acquires road information that includes the gradients of the roads on the route, a power estimation unit that estimates a discharge power and a generated power on the route on the basis of the traveling state of the vehicle according to the acquired traffic information and road information, a required power calculation unit that calculates a required generated power and recommended discharge power on the route on the basis of the estimated discharge power and generated power, a remaining power calculation unit that calculates residual power of a storage battery along the route on the basis of the calculation result, and a generation unit that generates a travel plan including a travel mode on the route of the vehicle according to the calculation result and the calculated residual power on the route.

Description

Travel plan generation device, vehicle, travel plan generation system, and computer program

The present invention relates to a travel plan generation device, a vehicle, a travel plan generation system, and a computer program.
This application claims priority based on Japanese Patent Application No. 2015-183105 filed on Sep. 16, 2015, and incorporates all the content described in the above Japanese application.

The fuel efficiency of the engine (internal combustion engine) of the vehicle is, for example, the most efficient when the engine speed is maintained at a certain value. When the engine speed increases, the vehicle starts and stops when low-speed running continues. For example, when there is a lot of acceleration or deceleration due to, for example, when a large driving force is required on an uphill, the fuel consumption deteriorates. Thus, in a vehicle using an engine and a motor as power sources, fuel efficiency can be improved by torque assisting with the motor. Even in a vehicle not equipped with a motor, fuel efficiency is improved by optimizing power generation.

In addition, in order to prevent deterioration of fuel consumption, the energy consumption of vehicle equipment mounted on the vehicle is predicted, a control plan for the vehicle equipment is drawn up based on the predicted value, and a relatively large amount of power is used to drive the vehicle. In such a case, a vehicle energy management device is disclosed in which the output of the air conditioner is reduced and the output of the air conditioner is increased when relatively little electric power is used to travel the vehicle (see Patent Document 1). .

Japanese Patent No. 5642253

The travel plan generation device of the present disclosure is a travel plan generation device that generates a travel plan of a vehicle having a storage battery, the traffic information acquisition unit that acquires traffic information on a route from the current location of the vehicle to a destination, Based on a road information acquisition unit that acquires road information including a slope of a road related to the route, traffic information acquired by the traffic information acquisition unit, and a running state of the vehicle according to the road information acquired by the road information acquisition unit A power estimation unit for estimating the discharge power and generated power on the route, and calculating the necessary generated power and the recommended discharge power on the route based on the discharge power and generated power estimated by the power estimation unit. A power calculation unit, a remaining power calculation unit that calculates remaining power on the path of the storage battery based on a calculation result in the required power calculation unit, and the calculation result in the required power calculation unit And a generation unit which generates a travel plan including a remaining power on the route calculated in the running mode and the remaining power calculation unit on at the path of both.

The vehicle of the present disclosure is a vehicle equipped with the above-described travel plan generation device.

The travel plan generation system of the present disclosure includes the above-described travel plan generation device and a vehicle, and the travel plan generation device provides the generated travel schedule to the vehicle.

A computer program according to the present disclosure is a computer program for causing a computer to generate a travel plan for a vehicle having a storage battery, the computer including traffic information on a route from the current location of the vehicle to a destination and a road associated with the route. A power estimation unit that estimates discharge power and generated power on the route based on the traveling state of the vehicle according to road information including a slope of the vehicle, and based on the discharge power and generated power estimated by the power estimation unit A required power calculation unit that calculates necessary generated power and recommended discharge power on the path, and a remaining power calculation unit that calculates remaining power on the path of the storage battery based on a calculation result in the required power calculation unit And the travel mode on the route of the vehicle according to the calculation result in the required power calculation unit and the route calculated in the remaining power calculation unit. To function as a generator for generating a travel plan including the presence power.

It is a block diagram which shows an example of a structure of the vehicle carrying the travel plan production | generation apparatus of this Embodiment. It is a block diagram which shows an example of a structure of the travel plan production | generation part as a travel plan production | generation apparatus of this Embodiment. It is a schematic diagram which shows an example of the estimation method of the discharge electric power and generated electric power by the travel plan production | generation part of this Embodiment. It is a schematic diagram which shows an example of the calculation method of the required generated electric power by the travel plan production | generation part of this Embodiment. It is a schematic diagram which shows an example of the calculation method of the residual electric power of a storage battery by the travel plan production | generation part of this Embodiment. It is a schematic diagram which shows an example of the travel plan which the travel plan production | generation part of this Embodiment produces | generates. It is a schematic diagram which shows an example of the setting method of the electric power generation area by the travel plan production | generation part of this Embodiment. It is a schematic diagram which shows an example of the fuel consumption measurement result of an engine. It is a schematic diagram which shows an example of the mode of deviation with the plan value and actual value by the travel plan which the travel plan production | generation part of this Embodiment produced | generated. It is a schematic diagram which shows an example of the travel plan which the travel plan production | generation part of this Embodiment produced | generated again. It is a flowchart which shows an example of the process sequence before the travel start of the vehicle by the travel plan production | generation part of this Embodiment. It is a flowchart which shows an example of the process sequence in driving | running | working of the vehicle by the travel plan production | generation part of this Embodiment.

[Problems to be solved by the present disclosure]
Although the device of Patent Document 1 can control vehicle equipment so as to improve energy efficiency, the fuel consumption of the engine greatly depends not only on the power consumption of the vehicle-mounted device but also on the running state of the vehicle. . For this reason, it is desired to provide a vehicle travel plan that optimizes energy consumption by preventing deterioration of fuel consumption.

Therefore, a travel plan generation device capable of providing a travel plan for a vehicle that optimizes energy consumption, a vehicle including the travel plan generation device, a travel plan generation system, and a computer program for realizing the travel plan generation device The purpose is to provide.
[Effects of the present disclosure]

According to the present disclosure, it is possible to provide a vehicle travel plan that optimizes energy consumption.

[Description of Embodiment of Present Invention]
The travel plan generation device according to the present embodiment is a travel plan generation device that generates a travel plan for a vehicle having a storage battery, and a traffic information acquisition unit that acquires traffic information on a route from the current location of the vehicle to a destination A road information acquisition unit that acquires road information including a slope of the road related to the route, and the vehicle traveling according to the traffic information acquired by the traffic information acquisition unit and the road information acquired by the road information acquisition unit. A power estimator for estimating discharge power and generated power on the path based on the state, and a required generated power and recommended discharge power on the path based on the discharge power and generated power estimated by the power estimator. A required power calculation unit to be calculated, a remaining power calculation unit for calculating a remaining power on the path of the storage battery based on a calculation result in the required power calculation unit, and a calculation result in the required power calculation unit. And and a generator for generating a travel plan including a travel mode and remaining power on the route calculated by the remaining power calculation unit on the route of the vehicle.

The vehicle according to the present embodiment is a vehicle equipped with the travel plan generation device according to the above-described embodiment.

The travel plan generation system according to the present embodiment includes the travel plan generation device according to the above-described embodiment and a vehicle, and the travel plan generation device provides the generated travel plan to the vehicle.

The computer program according to the present embodiment is a computer program for causing a computer to generate a travel plan for a vehicle having a storage battery, and the computer is used to transmit traffic information on the route from the current location of the vehicle to the destination and the route. A power estimation unit that estimates discharge power and generated power on the route based on a traveling state of the vehicle according to road information including road gradient, and the discharge power and generated power estimated by the power estimation unit The required power calculation unit that calculates the required generated power and the recommended discharge power on the route based on the remaining power, and the remaining power that calculates the remaining power on the route of the storage battery based on the calculation result in the required power calculation unit The power calculation unit, the travel mode on the route of the vehicle according to the calculation result in the required power calculation unit, and the remaining power calculation unit To function as a generator for generating a travel plan including a remaining power of the street.

As for the route from the current location of the vehicle to the destination, for example, the route with the shortest travel time can be specified from among a plurality of routes from the current location (departure location) to the destination, but is not limited to this. Instead, traffic jam information and road regulation information can be taken into account. The travel time can be obtained from, for example, traffic information such as VICS (registered trademark), probe information obtained from a probe vehicle, and the like.

The traffic information acquisition unit acquires traffic information on the route. The traffic information includes, for example, information such as a traffic jam point and traffic jam length, information such as an estimated vehicle speed or travel time in a predetermined section on the road. The road information acquisition unit acquires road information including a road gradient related to the route. The road information can include road curvature, a position of a tunnel, map information, weather information on a route, and the like in addition to the road gradient.

The power estimation unit estimates the discharge power and generated power on the route based on the travel state of the vehicle according to the acquired traffic information and road information. The discharged power is power consumed by supplying the power stored in the storage battery to the vehicle-mounted product, and includes, for example, power consumed by an air conditioner, ECU, audio product, wiper, headlight, etc., power consumed by torque assist, and the like. Depending on traffic information and road information on the route, torque assist occurs when the vehicle accelerates, torque assist occurs when climbing, and headlights are used when passing through the tunnel, Since it is possible to estimate a running state such as using a headlight at night and using a wiper in case of rain, discharge power can be estimated based on the estimated running state. Parameters used for power estimation such as power consumption and transmission efficiency of each electrical component can be determined in advance. The generated power is charging power to the storage battery by regenerative power (regenerative energy), and the generated power can be estimated from, for example, a running state in which regenerative power is generated during downhill.

The required power calculation unit calculates the required generated power and recommended discharge power on the path based on the discharge power and generated power estimated by the power estimation unit. The remaining power of the storage battery can be estimated based on the discharged power and generated power estimated by the power estimation unit. The estimated remaining power is also referred to as estimated remaining power. For example, the remaining power of the storage battery decreases in the section (or period) in which the discharge power is estimated on the path, and the remaining power of the storage battery increases in the section (or period) in which the generated power is estimated on the path. Accordingly, it is possible to estimate the transition of the remaining power indicating how the remaining power (initial value) of the storage battery at the current location of the vehicle decreases and increases in the process of traveling on the route of the vehicle. Necessary generated power is calculated as power that indicates how much the estimated remaining power of the storage battery is below the predetermined lower limit value, and recommended discharge power is calculated as power that indicates how much the estimated remaining power of the storage battery exceeds the specified upper limit value can do. Here, a lower limit is a lower limit of the value which shows the charge ratio of a storage battery, and is a value which must charge a storage battery. Moreover, an upper limit is an upper limit of the value which shows the charge ratio of a storage battery, and is a value which should not be charged any more.

The remaining power calculation unit calculates the remaining power on the path of the storage battery based on the calculation result in the required power calculation unit. The remaining power is calculated based on the required generated power calculated by the required power calculation unit based on the required section on the route, and based on the recommended discharge power calculated by the required power calculation unit. This can be done by discharging in the section. The estimated remaining power increases by generating power in the required section, the estimated remaining power decreases by discharging in the required section, and the resulting remaining power is a range defined by the lower limit value and the upper limit value. Can be a value within

The generation unit generates a travel plan including the travel mode on the vehicle route according to the calculation result by the required power calculation unit and the remaining power on the route calculated by the remaining power calculation unit. The travel mode includes, for example, states such as driving only by the engine, driving only by the motor (electric motor), driving by both the engine and the motor, presence / absence of power generation, presence / absence of regeneration, and the like. For example, when generating power in a required section in order to secure necessary generated power, driving by the engine and power generation are performed simultaneously. When power generation is performed, deterioration of fuel consumption can be prevented by avoiding high load traveling (for example, climbing). In addition, since the section in which torque assist is recommended is known in advance, power is generated when torque assist is performed by generating power in advance to secure power for torque assist so that power for torque assist is not insufficient. The situation can be prevented and deterioration of fuel consumption can be prevented. Thereby, it is possible to provide a vehicle travel plan that optimizes energy consumption.

In the travel plan generation device according to the present exemplary embodiment, the required power calculation unit is configured such that the estimated remaining power on the route of the storage battery is less than a predetermined lower limit value based on an estimation result in the power estimation unit, and is a minimum value. In this case, the difference between the lower limit value and the minimum value is calculated as the required generated power.

The required power calculation unit calculates the difference between the lower limit value and the minimum value when the estimated remaining power on the storage battery path based on the estimation result in the power estimation unit becomes a minimum value below a predetermined lower limit value. Calculate as Since the estimated remaining power of the storage battery continues to decrease in the discharge section where the discharge power (power consumption) is estimated on the route, and the storage battery is charged when reaching the start point of the charging section where the generated power is estimated, The estimated remaining power of the storage battery becomes a minimum value at a point where the discharge section moves to the charging section. Thereby, it turns out that power generation is required in the section before the point where the estimated remaining power of the storage battery is below the lower limit value.

In the travel plan generation device according to the present embodiment, the required power calculation unit is configured such that the estimated remaining power on the path of the storage battery exceeds a predetermined upper limit value based on an estimation result in the power estimation unit, and is a maximum value. In this case, the difference between the maximum value and the upper limit value is calculated as recommended discharge power.

The required power calculation unit calculates the difference between the maximum value and the upper limit value as the recommended discharge power when the estimated remaining power on the path of the storage battery exceeds the predetermined upper limit value based on the estimation result of the power estimation unit. Calculate as In the charging section where the generated power is estimated on the route, the estimated remaining power of the storage battery continues to increase, and the storage battery is discharged when it reaches the starting point of the discharging section where the discharged power is estimated. The estimated remaining power of the storage battery reaches a maximum value at the point of transition to the section. Thereby, it turns out that discharge is required in the section before the point where the estimated remaining power of the storage battery exceeds the upper limit value.

The travel plan generation apparatus according to the present embodiment is configured so that the remaining power calculated by the remaining power calculation unit is within a range determined by the lower limit value and the upper limit value, and the fuel consumption of the vehicle satisfies a predetermined condition. A setting unit that sets, on the route, at least one of a power generation section that charges the storage battery and a discharge section that consumes power of the storage battery, and the generation unit is configured to perform the travel plan based on a setting result of the setting unit. Is generated.

The setting unit is configured to charge the storage battery and the power of the storage battery so that the remaining power calculated by the remaining power calculation unit is within a range determined by the lower limit value and the upper limit value, and the fuel consumption of the vehicle satisfies a predetermined condition. At least one of the discharge sections that consumes is set on the path. The predetermined condition can be, for example, a condition that minimizes fuel consumption (fuel consumption). Thus, at least one of the power generation section and the discharge section can be set so that the remaining power of the storage battery does not fall below the lower limit value, does not exceed the upper limit value, and the fuel consumption becomes the best.

The generation unit generates a travel plan based on the setting result of the setting unit. As a result, it is possible to generate a travel plan in which the remaining power of the storage battery does not fall below the lower limit value, does not exceed the upper limit value, and the fuel consumption becomes the best.

The travel plan generation device according to the present embodiment divides the power generation candidate section from the current location of the vehicle to the position where the estimated remaining power becomes the minimum value into a plurality of subsections, and the division section. Based on the estimated vehicle speed and the road gradient in each small section divided by the dividing section, the power generation possible amount calculation section that calculates the power generation possible amount in each small section, and the non-power generation during the power generation in each small section A fuel consumption calculation unit that calculates a fuel consumption amount at the time, and the setting unit has a power generation possible amount calculated by the power generation possible amount calculation unit equal to a difference between the lower limit value and the minimum value, and the fuel consumption One or a plurality of small sections among the small sections are set as the power generation section so that the fuel consumption calculated by the calculation unit is minimized.

The dividing unit divides the power generation candidate section from the current location of the vehicle to a position where the estimated remaining power becomes a minimum value into a plurality of small sections. The small section can be, for example, about several tens to 100 m, but is not limited to this.

The power generation possible amount calculation unit calculates the power generation possible amount in each small section divided by the division unit. If the estimated vehicle speed of the vehicle can be obtained from the road information and traffic information on the route, the engine speed can be obtained from the estimated vehicle speed, and the motor speed can be obtained from the engine speed. The amount of power that can be generated can be calculated based on the characteristics of the motor (rotation speed-power map or the like).

The fuel consumption calculation unit calculates the fuel consumption during power generation and non-power generation in each small section based on the estimated vehicle speed and road gradient in each small section divided by the dividing unit. Based on the estimated vehicle speed, road gradient, predetermined parameters, and the like, the vehicle travel load (for example, load due to gradient, load due to rolling resistance, load due to air resistance, load due to acceleration, etc.) can be obtained. The engine torque can be obtained based on the traveling load. The fuel consumption can be calculated using a fuel consumption map based on the engine speed and the engine torque.

The setting unit is configured so that the power generation possible amount calculated by the power generation possible amount calculation unit is equal to the difference between the lower limit value and the minimum value, and the fuel consumption calculated by the fuel consumption calculation unit is minimized. One or a plurality of small sections is set as a power generation section. Thereby, the power generation section can be set by combining one or a plurality of small sections so that the generated power satisfies the necessary generated power (for example, generated power = necessary generated power) and the fuel consumption is minimized. As a method for calculating the combination, for example, mathematical programming can be used. In addition, when the small section is a section where torque assist is performed, the total of the power consumption reduction amount (power that should have been consumed by torque assist) and the generated power by not performing torque assist satisfies the required generated power. You can also set the power generation section. Fuel consumption can be further improved by reducing torque assist and equivalently reducing required power generation and reducing power generation.

The travel plan generation device according to the present embodiment divides the candidate discharge section from the current location of the vehicle to the position where the estimated remaining power reaches the maximum value into a plurality of subsections, and the division section. A fuel consumption calculation unit that calculates a fuel consumption amount at the time of discharging in each small section, and the setting unit includes the fuel consumption amount calculated by the fuel consumption calculation unit so that the fuel consumption amount is minimized. One or a plurality of small sections are set as the discharge section.

The dividing unit divides a discharge candidate section from the current location of the vehicle to a position where the estimated remaining power reaches a maximum value into a plurality of small sections. The small section can be, for example, about several tens to 100 m, but is not limited to this.

The fuel consumption calculation unit calculates the fuel consumption during discharge in each small section divided by the dividing unit. For example, fuel consumption is calculated when torque assist is performed in each small section where torque assist is not performed (during discharging).

The setting unit sets one or more small sections of each small section as a discharge section so that the fuel consumption calculated by the fuel consumption calculation section is minimized. Thereby, the discharge section can be set by combining one or a plurality of small sections so that the fuel consumption is minimized. As a method for calculating the combination, for example, mathematical programming can be used. Thereby, torque assist can be appropriately performed so that fuel consumption does not deteriorate.

The travel plan generation device according to the present embodiment includes an actual measurement value acquisition unit that acquires an actual measurement value of the remaining power of the storage battery, and the generation unit generates the travel plan generated with the actual measurement value acquired by the actual measurement value acquisition unit. When the absolute value of the difference from the remaining power of the storage battery included in the vehicle exceeds a predetermined threshold value, a travel plan is generated again.

The actual value acquisition unit acquires the actual value of the remaining power of the storage battery. That is, when the vehicle starts traveling from the departure place, an actual measurement value of the remaining power of the storage battery during traveling is acquired. In addition, the measured value of residual electric power can be acquired by monitoring the input electric power (charge electric power) and output electric power (discharge electric power) of a storage battery, for example.

The generation unit generates the travel plan again when the absolute value of the difference between the actual measurement value acquired by the actual measurement value acquisition unit and the remaining power of the storage battery included in the generated travel plan exceeds a predetermined threshold. In actual travel, a deviation from the travel plan generated due to various conditions (for example, temperature, deterioration of parts, operation method, etc.) occurs. Due to a deviation from the travel plan (for example, a deviation in the remaining power of the storage battery), power is insufficient in a section where torque assist is desired, and power generation is required, resulting in a deterioration in fuel consumption. Therefore, when the absolute value (deviation) of the difference between the measured value of the remaining power and the planned value (the calculated value of the remaining power included in the travel plan) exceeds a predetermined threshold, Generate travel plans. Note that when the travel plan is generated again, the parameters fed back include, for example, power consumption, power generation efficiency, transmission efficiency, travel load, and the like of the electrical components.

As a result, it is possible to predict the situation where torque assist cannot be performed in the section where torque assist should be performed, the situation where power generation is performed in a state of high travel load, etc., and generate the travel plan again, so that torque assist can be performed appropriately. It is possible to avoid power generation under a high traveling load state and to prevent deterioration of fuel consumption.

The travel plan generation apparatus according to the present embodiment includes a power determination unit that determines whether there is a change in discharge power or generated power estimated by the power estimation unit based on traffic information acquired by the traffic information acquisition unit. The generation unit generates a travel plan again when the power determination unit determines that there is a change.

The power determination unit determines whether there is a change in the discharge power or generated power estimated by the power estimation unit based on the acquired traffic information. After the vehicle departs from the departure place, the vehicle can acquire traffic information, for example, when the vehicle passes near the information distribution device or periodically. When traffic congestion occurs on the route or in the vicinity of the route due to an accident or the like, the estimated vehicle speed (travel time) may change. When the estimated vehicle speed changes by a predetermined value or more, the running state changes, and the discharge power or generated power estimated by the power estimation unit changes.

If the power generation unit determines that there is a change, the generation unit generates a travel plan again. Thereby, the travel plan based on the latest traffic information can be generated.

The travel plan generation apparatus according to the present embodiment includes a collection unit that collects data including power consumption of electrical components mounted on a vehicle and environmental information when the electrical components are used, and the power estimation unit includes The discharge power is estimated based on the data collected by the collecting unit.

The collection unit collects data including the power consumption of electrical components mounted on the vehicle and environmental information when the electrical components are used. For example, data such as temperature and humidity when using an air conditioner or a defroster, ambient brightness when using a headlight, and rainfall when using a wiper are collected as learning data. The power estimation unit estimates the discharge power based on the data collected by the collection unit. As a result, it is possible to learn how to drive unique to the driver and more accurately estimate the discharge power (power consumption).

The travel plan generation device according to the present embodiment includes an output unit that outputs driving support information based on the travel plan generated by the generation unit.

The output unit outputs driving support information based on the travel plan generated by the generation unit. For example, driving support information can be output based on the driving mode included in the generated driving plan (including output by voice, display by characters, drawings, etc.). The driving support information includes, for example, stepping on an accelerator, applying a brake, vehicle speed, and the like. Thereby, driving | running | working with favorable fuel consumption can be supported.

The travel plan generation device according to the present embodiment includes a travel control unit that performs travel control of the vehicle based on the travel plan generated by the generation unit.

The travel control unit performs vehicle travel control based on the travel plan generated by the generation unit. For example, the accelerator and the brake can be controlled based on the travel mode included in the generated travel plan. Thereby, driving | running | working with favorable fuel consumption can be supported.

[Details of the embodiment of the present invention]
Hereinafter, a vehicle travel guide device according to an embodiment of the present invention will be described with reference to the drawings. Note that at least some of the embodiments described below can be arbitrarily combined. FIG. 1 is a block diagram showing an example of a configuration of a vehicle 100 equipped with a travel plan generation device according to the present embodiment. FIG. 2 shows a configuration of a travel plan generation unit 50 as a travel plan generation device according to the present embodiment. It is a block diagram which shows an example.

As shown in FIG. 1, a vehicle 100 includes a travel plan generation unit 50, a generator 1, an internal combustion engine (engine) 2, a storage battery 3, a BMS (Battery Management System) 4, an electrical component 5, and an HMI (Human Machine Interface) 6. , An accelerator 7, a brake 8, and the like.

The generator 1 is, for example, an ISG (Integrated Starter Generator) and an alternator that also functions as a motor (electric motor). The generator 1 is not limited to ISG or MG, and may be a simple alternator. The generator 1 can perform power assist (torque assist) when starting the engine from the idling stop state, starting, and accelerating. In addition, torque assist is performing power assistance at the time of starting and acceleration with electric power using ISG or a driving motor (in the case of HV). By supplementing the area where the engine becomes inefficient (deteriorating fuel consumption) with electric power, fuel consumption can be reduced and fuel efficiency can be improved. The generator 1 outputs information such as the number of rotations of the motor, the amount of power generation, and the power generation voltage to the travel plan generation unit 50.

The internal combustion engine 2 outputs information such as the engine speed to the travel plan generation unit 50.

The storage battery 3 is, for example, a lead battery, and supplies power for starting the engine. The storage battery 3 stores (charges) the power generated by the generator 1 and supplies (discharges) the power to the electrical component 5.

The BMS 4 is an input power (charging power), output power (discharging power), SOC (State of Charge: a value indicating the charging rate of the storage battery 3), SOH (State of Health: a value indicating the degree of deterioration of the storage battery 3). ), Monitoring the voltage of the storage battery 3 and the like. The SOC is 1 for full charge and 0 for complete discharge. SOH indicates the current capacity when 1 is the capacity of a new state. For example, when SOH = 0.8, the power capacity of 80% when fully charged and new. It represents that. The BMS 4 outputs information to be monitored to the travel plan generation unit 50.

The electrical component 5 includes, for example, an air conditioner, an audio product, a car navigation product, a head lamp, a tail lamp, a brake lamp, a wiper, an ECU, and the like.

The HMI 6 has a function as an output unit, for example, and includes an audio output, a display panel, an operation panel, and the like.

As shown in FIG. 2, the travel plan generation unit 50 includes a control unit 51, a route identification unit 52, a communication unit 53, a power estimation unit 54, a required power calculation unit 55, a remaining power calculation unit 56, a storage unit 57, and an interface unit. 58, a generation unit 59, a setting unit 60, a power generation possible amount calculation unit 61, a fuel consumption calculation unit 62, a travel control unit 63, and the like.

The route specifying unit 52 specifies a route from the current location of the vehicle to the destination. The route specification can specify, for example, a route having the shortest travel time among a plurality of routes from the current location (departure point) to the destination, but is not limited to this. It is also possible to take into account regulatory information. The travel time can be obtained from, for example, traffic information such as VICS, probe information obtained from a probe vehicle, and the like.

The communication unit 53 has a function as a traffic information acquisition unit, and acquires traffic information on the route specified by the route specification unit 52. The traffic information includes, for example, information such as a traffic jam point and traffic jam length, information such as an estimated vehicle speed or travel time in a predetermined section on the road. The communication unit 53 has a function as a road information acquisition unit, and acquires road information including a road gradient related to the route specified by the route specifying unit 52. The road information can include road curvature, a position of a tunnel, map information, weather information on a route, and the like in addition to the road gradient.

The power estimation unit 54 estimates the discharge power and the generated power on the route based on the traveling state of the vehicle according to the traffic information and road information acquired by the communication unit 53. Discharged power is power consumed by supplying the power stored in the storage battery 3 to an in-vehicle product such as the electrical component 5, for example, power consumed by an air conditioner, ECU, audio product, wiper, headlight, etc., and torque assist. Includes power consumption.

Depending on the traffic information and road information on the specified route, torque assist occurs when the vehicle accelerates, torque assist occurs when climbing, and headlights are used when passing through the tunnel. In addition, since it is possible to estimate a running state such as using a headlight at night and using a wiper in case of rain, the discharge power can be estimated based on the estimated running state. Parameters used for power estimation such as power consumption and transmission efficiency of each electrical component can be determined in advance. The generated power is charging power to the storage battery 3 by regenerative power (regenerative energy), and the generated power can be estimated based on, for example, a traveling state in which regenerative power is generated during downhill.

The required power calculation unit 55 calculates the required generated power and recommended discharge power on the path based on the discharge power and the generated power estimated by the power estimation unit 54. The remaining power of the storage battery 3 can be estimated based on the discharged power and generated power estimated by the power estimation unit 54. The estimated remaining power is also referred to as estimated remaining power.

For example, the remaining power of the storage battery 3 decreases in the section (or period) in which the discharge power is estimated on the path, and the remaining power of the storage battery 3 increases in the section (or period) in which the generated power is estimated on the path. . Accordingly, it is possible to estimate the transition of the remaining power indicating how the remaining power (initial value) of the storage battery 3 at the current location of the vehicle decreases and increases in the process of traveling on the route. The required generated power is power indicating how much the estimated remaining power of the storage battery 3 is below a predetermined lower limit value, and the recommended discharge power is power indicating how much the estimated remaining power of the storage battery 3 is above the predetermined upper limit value. Can be calculated as Here, the lower limit value is a lower limit value of a value indicating the charging rate of the storage battery 3 and is a value that the storage battery 3 must be charged. Moreover, an upper limit is an upper limit of the value which shows the charge ratio of the storage battery 3, and is a value which should not be charged any more.

The remaining power calculation unit 56 calculates the remaining power on the path of the storage battery 3 based on the calculation result in the required power calculation unit 55. The calculation of the remaining power is based on the required generated power calculated by the required power calculating unit 55, generating power in a required section on the route, and based on the recommended discharge power calculated by the required power calculating unit 55, This can be done by discharging in the required section. The estimated remaining power increases by generating power in the required section, the estimated remaining power decreases by discharging in the required section, and the resulting remaining power is a range defined by the lower limit value and the upper limit value. Can be a value within

The generation unit 59 generates a travel plan that includes the travel mode on the route of the vehicle according to the calculation result of the required power calculation unit 55 and the remaining power on the route calculated by the remaining power calculation unit 56. The travel mode includes, for example, states such as driving only by the engine, driving only by the motor (electric motor), driving by both the engine and the motor, presence / absence of power generation, presence / absence of regeneration, and the like.

For example, when power is generated in a required section in order to secure necessary generated power, driving by the engine and power generation are performed simultaneously. When power generation is performed, deterioration of fuel consumption can be prevented by avoiding high load traveling (for example, climbing). In addition, since the section in which torque assist is recommended is known in advance, power is generated when torque assist is performed by generating power in advance to secure power for torque assist so that power for torque assist is not insufficient. The situation can be prevented and deterioration of fuel consumption can be prevented. Thereby, it is possible to provide a vehicle travel plan that optimizes energy consumption.

The interface unit 58 has an interface function with the generator 1, the internal combustion engine 2, the BMS 4, the electrical component 5, the HMI 6, the accelerator 7, the brake 8, and the like.

The setting unit 60 includes a power generation section for charging the storage battery 3 so that the remaining power calculated by the remaining power calculation unit 56 is within a range determined by the lower limit value and the upper limit value, and the fuel consumption of the vehicle satisfies a predetermined condition. At least one of the discharge sections in which the power of the storage battery 3 is consumed is set on the path. The predetermined condition can be, for example, a condition that minimizes fuel consumption (fuel consumption). Details of the setting unit 60 will be described later.

The control unit 51 has a function as a dividing unit, and divides a power generation candidate section from the current position of the vehicle to a position where the estimated remaining power becomes a minimum value into a plurality of small sections. Moreover, the control part 51 divides | segments the discharge candidate area from the present location of a vehicle to the position where estimated residual electric power becomes a maximum value into a some small area. The small section can be, for example, about several tens to 100 m, but is not limited to this.

The power generation possible amount calculation unit 61 calculates the power generation possible amount in each small section divided by the control unit 51. If the estimated vehicle speed of the vehicle can be obtained from the road information and traffic information on the route, the engine speed can be obtained from the estimated vehicle speed, and the motor speed can be obtained from the engine speed. The amount of power that can be generated can be calculated based on the characteristics of the motor (rotation speed-power map or the like).

The fuel consumption calculation unit 62 calculates the fuel consumption during power generation and non-power generation in each small section based on the estimated vehicle speed and road gradient in each small section divided by the control unit 51. Based on the estimated vehicle speed, road gradient, predetermined parameters, and the like, the vehicle travel load (for example, load due to gradient, load due to rolling resistance, load due to air resistance, load due to acceleration, etc.) can be obtained. The engine torque can be obtained based on the traveling load. The fuel consumption can be calculated using a fuel consumption map based on the engine speed and the engine torque.

Further, the fuel consumption calculation unit 62 calculates the fuel consumption during discharge in each small section divided by the control unit 51. For example, fuel consumption is calculated when torque assist is performed in each small section where torque assist is not performed (during discharging).

The travel control unit 63 performs vehicle travel control based on the travel plan generated by the generation unit 59. For example, the accelerator 7 and the brake 8 can be controlled based on the travel mode included in the generated travel plan.

The storage unit 57 has a function as a collection unit, and collects data including power consumption of the electrical component 5 mounted on the vehicle and environmental information when the electrical component 5 is used.

Hereinafter, the operation of the travel plan generation unit 50 of the present embodiment will be described in detail. FIG. 3 is a schematic diagram illustrating an example of a method for estimating discharge power and generated power by the travel plan generation unit 50 according to the present embodiment. Since the discharge power is power that is supplied from the battery 3 to the electrical component 5 or the like, it can also be referred to as power consumption. In the present embodiment, discharge power and power consumption are treated as synonymous.

The upper diagram in FIG. 3 schematically shows road information on the position on the route from the starting point (current location) of the vehicle to the destination. For convenience, the route from the departure point to the destination is divided into sections L1 to L15. The middle diagram of FIG. 3 represents the estimated average vehicle speed of the vehicle based on the traffic information. Further, the lower diagram of FIG. 3 represents the estimation of the power consumption (discharge power) of the vehicle and the generated power on the path, and schematically represents the estimated power value and the generation section of the estimated power.

In section L1, since the vehicle is started, it is possible to estimate power consumption by torque assist during acceleration. In addition, constant power consumption by the ECU, the air conditioner, the audio product, and the like occurs between the section L1 and the section L15.

In section L3, the vehicle is accelerated in order to move from the residential area to the urban area, so that it is possible to estimate the power consumption by torque assist during acceleration.

From section L5 to section L7, power consumption by torque assist for climbing can be estimated.

From section L7 to section L8, power consumption due to the use of the wiper can be estimated due to rain.

From section L8 to section L9, the power generated by regenerative power can be estimated because of the downhill.

In section L9, since it passes through the tunnel, it is possible to estimate the power consumption due to the use of headlights.

In the sections L11 and L13, since the vehicle is accelerated, it is possible to estimate the power consumption by torque assist during acceleration.

When the vehicle moves from the highway in the section L14 to the city area and when the vehicle is stopped at the destination in the section L15, the vehicle is decelerated, so that the power generated by the regenerative power can be estimated.

Also, since the time of traveling in the section L15 is nighttime, it is possible to estimate the power consumption due to the use of the headlight.

As described above, the power estimation unit 54 uses the power consumption on the route based on the traveling state of the vehicle according to traffic information on the route, road information, weather information, passage time (time at the time of traveling), and the like. Estimate generated power.

FIG. 4 is a schematic diagram illustrating an example of a method for calculating the required generated power by the travel plan generation unit 50 according to the present embodiment. The upper diagram in FIG. 4 is a copy of the lower diagram in FIG. 3. The estimated value of the discharge power and the section where the discharge power is generated according to the position on the path, and the estimation of the generated power according to the position on the path. It represents the section where the value and generated power occur. The lower diagram of FIG. 4 shows the transition of the remaining power (estimated remaining power) of the storage value 3 estimated according to the estimation of the discharge power and the generated power.

As shown in FIG. 4, in the discharge section where the discharge power is estimated, the estimated remaining power of the storage battery 3 continues to decrease, and in the power generation section where the generated power is estimated, the estimated remaining power of the storage battery 3 continues to increase. In addition, the estimated remaining power becomes a minimum value at the timing of transition from the discharge section to the power generation section. Although not shown in FIG. 4, the estimated remaining power reaches a maximum value at the timing of transition from the power generation section to the discharge section.

Further, as shown in FIG. 4, the estimated remaining power of the storage battery 3 falls below the lower limit value in the middle of the discharge section L5 + L6, and becomes a minimum value at the start point of the power generation section L8. That is, since the estimated remaining power of the storage battery 3 is lower than the lower limit value in the discharge section, the power becomes insufficient and becomes impossible. Similarly, the estimated remaining power of the storage battery 3 falls below the lower limit value in the middle of the discharge section L11, and becomes a minimum value at the power generation start point in the section L14. That is, since the estimated remaining power of the storage battery 3 is lower than the lower limit value in the discharge section, the power becomes insufficient and becomes impossible. In addition, since the estimated remaining power of the storage battery 3 is lower than the upper limit value in the power generation section, it is possible without the need for discharging.

As described above, when the required remaining power on the path of the storage battery 3 based on the estimation result in the power estimation unit 54 becomes a minimum value below a predetermined lower limit value, the required power calculation unit 55 has a lower limit value and a minimum value. Is calculated as necessary generated power (power indicated by an arrow in FIG. 4). The estimated remaining power of the storage battery continues to decrease in the discharge section where the discharge power (power consumption) is estimated on the route, and the storage battery 3 is charged when reaching the start point of the charging section where the generated power is estimated. The estimated remaining power of the storage battery 3 becomes a minimum value at a point where the discharge section moves to the charging section. Thereby, it turns out that electric power generation is needed in the section before the point where the presumed residual electric power of storage battery 3 is less than a lower limit.

Similarly, the required power calculation unit 55 determines the maximum value and the upper limit when the estimated remaining power on the path of the storage battery 3 based on the estimation result in the power estimation unit 54 exceeds the predetermined upper limit value and becomes the maximum value. The difference from the value is calculated as the recommended discharge power. The estimated remaining power of the storage battery 3 continues to increase in the charging section where the generated power is estimated on the route, and the storage battery 3 is discharged when reaching the starting point of the discharging section where the discharged power is estimated. The estimated remaining power of the storage battery 3 reaches a maximum value at a point where the battery moves to the discharge section. Thereby, it turns out that discharge is required in the section before the point where the estimated remaining power of the storage battery 3 exceeds the upper limit value.

FIG. 5 is a schematic diagram illustrating an example of a method for calculating the remaining power of the storage battery 3 by the travel plan generation unit 50 according to the present embodiment. FIG. 5 shows the transition of the remaining power calculated by the remaining power calculation unit 56. The power generation section is set in a section before the position where the estimated remaining power of the storage battery 3 is lower than the lower limit value for the required generated power calculated by the required power calculation section 55. In the example of FIG. 5, the power generation section is set in a part of the section L2 and the section L4. As will be described later, when the power generation section is set, the position for generating power is set so that the fuel consumption becomes the best based on the travel load at each position on the route, the vehicle speed, the engine fuel consumption map, and the like.

The remaining power calculation unit 56 calculates the remaining power of the storage battery 3 when power is generated in the set power generation section. By setting the power generation section and generating power, the calculated remaining power does not fall below the lower limit, and power shortage can be prevented. As shown in FIG. 5, in order to avoid running out of the battery, it is also possible to increase the remaining power of the storage battery 3 by performing power limitation (power consumption limitation) before the end of traveling (near the destination).

In addition, the setting unit 60 generates power for charging the storage battery 3 so that the remaining power calculated by the remaining power calculating unit 56 falls within a range determined by the lower limit value and the upper limit value, and the fuel consumption of the vehicle satisfies a predetermined condition. At least one of the section and the discharge section that consumes the power of the storage battery 3 is set on the path. The predetermined condition can be, for example, a condition that minimizes fuel consumption (fuel consumption). Thereby, it is possible to set at least one of the power generation section and the discharge section so that the remaining power of the storage battery 3 does not fall below the lower limit value, does not exceed the upper limit value, and the fuel consumption becomes the best.

Further, the generation unit 59 generates a travel plan based on the setting result of the setting unit 60. As a result, it is possible to generate a travel plan in which the remaining power of the storage battery does not fall below the lower limit value, does not exceed the upper limit value, and the fuel consumption becomes the best.

FIG. 6 is a schematic diagram illustrating an example of a travel plan generated by the travel plan generation unit 50 according to the present embodiment. The upper diagram in FIG. 6 shows the transition of the remaining power and the transition of the remaining fuel on the path of the storage battery 3 calculated by the remaining power calculator 56. Further, the lower diagram of FIG. 6 shows the traveling mode of the vehicle.

In the section L1, in order to avoid deterioration of the fuel consumption of the engine at low speed, the motor (electric motor) is used only for driving.

The section L2 is set as a power generation section, and driving by the engine and power generation are performed at the same time in order to secure electric power required by the torque assist in the section L5 + L6 that is the uphill.

In section L3, in order to avoid deterioration of fuel consumption due to acceleration, torque assist by a motor (electric motor) is performed and driving by both the engine and the motor is performed.

In the first half of the section L4, it is set as a power generation section, and driving by the engine and power generation are performed at the same time in order to secure electric power required by the torque assist in the section L5 + L6 that becomes the uphill. Further, in the second half of the section L4, since the vehicle is traveling at a relatively high vehicle speed in an urban area, only the engine is driven.

From section L5 to L7, in order to avoid deterioration of fuel consumption due to climbing, torque assist by a motor (electric motor) is performed and driving by both engine and motor is performed.

Since sections L8 to L9 are downhill, regenerative power is collected and power is generated.

In the first half of the section L10, in order to reduce the load, driving by the engine and power generation are performed at the same time in order to generate power while avoiding the climb slope.

In the second half of the section L10, since power consumption is secured, coasting is performed to reduce power consumption. Note that coasting refers to coasting with the engine and transmission separated during traveling. Since the resistance of the engine is eliminated, the mileage can be extended with the accelerator off, and the fuel efficiency can be improved.

In section L11, in order to avoid deterioration of fuel consumption due to acceleration, torque assist by a motor (electric motor) is performed and driving by both the engine and the motor is performed.

In section L12, the engine is driven only because it is traveling at a relatively fast vehicle speed in the suburbs.

In section L13, in order to avoid deterioration in fuel consumption due to acceleration, torque assist by a motor (electric motor) is performed and driving by both the engine and the motor is performed.

In section L14, only the engine is driven because it is traveling at high speed on the highway. Further, near the end of the section L14, the regenerative electric power due to the deceleration is collected to generate power.

In section L15, the engine is driven only because it is traveling at a relatively high speed in the city. Further, near the end of the section L15, the regenerative electric power due to the deceleration is recovered and generated.

The HMI 6 outputs driving support information based on the travel plan generated by the generating unit 59. For example, driving support information can be output based on the driving mode included in the generated driving plan (including output by voice, display by characters, drawings, etc.). The driving support information includes, for example, stepping on an accelerator, applying a brake, vehicle speed, and the like. Thereby, driving | running | working with favorable fuel consumption can be supported.

Also, the travel control unit 63 performs vehicle travel control based on the travel plan generated by the generation unit 59. For example, the accelerator and the brake can be controlled based on the travel mode included in the generated travel plan. Thereby, driving | running | working with favorable fuel consumption can be supported.

Next, the method for setting the power generation section will be described. FIG. 7 is a schematic diagram showing an example of a method for setting a power generation section by the travel plan generation unit 50 of the present embodiment. The upper diagram of FIG. 7 is a copy of the lower diagram of FIG. The lower diagram in FIG. 7 shows a state where the power generation candidate section is divided into a plurality of small sections and the power generation section is selected. The power generation candidate section is a section from the current location of the vehicle to a position where the estimated remaining power becomes a minimum value (the end of the discharge where the estimated remaining power of the storage battery 3 becomes lower than the lower limit value).

First, the power generation candidate section is divided into appropriate small sections. The small section can be, for example, about several tens to 100 m, but is not limited to this. Information on travel load and fuel consumption based on estimated vehicle speed, road gradient, estimated vehicle speed and gradient, etc. in each small section is calculated. In addition, for the small section where torque assist is performed, the fuel consumption without torque assist and the power consumption reduction amount that should have been consumed with torque assist are calculated.

Also, the amount of power that can be generated in each small section and the amount of fuel consumed during power generation are calculated from the generator characteristics (rotation speed-power map, etc.). In a small section where torque assist is performed, a power generation possible amount when generating power without torque assist and a fuel consumption amount during power generation are calculated.

Traveling load can be calculated as follows. The traveling load includes a load Fg due to a gradient, a load Fr due to rolling resistance, a load Fai due to air resistance, a load Fac due to acceleration, and the like.

The load Fg due to the gradient can be calculated by the equation (1). Here, m is the longitudinal length of the vehicle, g is the gravitational acceleration, and θ is the gradient of the route. Further, the load Fr due to the rolling resistance can be calculated by Expression (2). Here, Cr is a rolling resistance coefficient of the tire. Further, the load Fai due to air resistance can be calculated by Expression (3). Here, ρ is the air density, Cc is the air resistance coefficient of the vehicle body, S is the front projected area, and V is the vehicle speed. Further, the load Fac due to acceleration can be calculated by Expression (4).

The power consumption of electrical components such as air conditioners, ECUs, audio products, wipers, and headlights can be set in advance. Moreover, since it is thought that the speed of a wiper changes according to rainfall data, power consumption can be changed according to rainfall data. Similarly, the difference between high beam and low beam of headlights is considered to vary depending on road attributes (residential area, city, suburb, etc.), traffic volume, etc., so power consumption can be reduced according to road attributes and traffic volume. Can be changed. In addition, the audio product can change the power consumption according to the set volume, and the air conditioner can change the power consumption according to the set temperature, the temperature in each place, and the like.

Engine fuel efficiency can be calculated as follows. First, the engine torque TRe can be calculated by Expression (5).

Here, Rt is the tire diameter, Rg is the total reduction ratio of the transmission and the differential, η is the transmission efficiency, Trm is the motor torque, and TRn is the other load torque. The other load torque TRn is a torque for power generation and driving of the compressor, and can be calculated by Expression (6). Here, Pn is the power of each load (power generation amount and compressor power), ηn is the transmission efficiency to each load, and Ne is the engine speed.

Further, the engine speed Ne can be calculated by the equation (7). The motor torque TRm and the motor power consumption Pm can be calculated from the motor characteristic map using the motor rotation speed Nm. The rotational speed Nm of the motor can be calculated by equation (8). Here, Rp is a pulley ratio.

FIG. 8 is a schematic diagram showing an example of an engine fuel consumption measurement result. In FIG. 8, the horizontal axis represents the engine speed (rpm), and the vertical axis represents the engine torque (Nm). The fuel consumption rate (g / kWh) of the engine, that is, the fuel consumption can be calculated using the engine fuel consumption rate (fuel consumption map) illustrated in FIG. 8 using the engine torque and the engine speed.

In the case of AT (Automatic Transmission) and CVT (Continuously Variable Transmission), the gear ratio can be determined from the mission control conditions. In the case of MT (Manual Transmission), the gear with the best fuel efficiency can be selected based on each gear ratio, vehicle speed, and travel load. Further, the torque assist can determine the presence or absence of operation according to certain conditions (necessary torque, vehicle speed, motor characteristics, etc.) for each vehicle.

The setting unit 60 sets each small electric power generation amount calculated by the electric power generation amount calculation unit 61 so that the electric power generation amount calculated by the fuel consumption calculation unit 62 becomes the minimum and the fuel consumption amount calculated by the fuel consumption calculation unit 62 becomes the same as the difference between the lower limit value and the minimum value. One or more small sections of the section are set as the power generation section. In addition, it is possible to consider a restriction condition that power generation is not possible in a certain section after torque assist.

Thereby, the power generation section is set (selected) by combining one or a plurality of small sections so that the generated power satisfies the required power generation (for example, generated power = necessary generated power) and the fuel consumption is minimized. Can do. As a method for calculating the combination, for example, mathematical programming can be used. In addition, when the small section is a section where torque assist is performed, the total of the power consumption reduction amount (power that should have been consumed by torque assist) and the generated power by not performing torque assist satisfies the required generated power. You can also set the power generation section. Fuel consumption can be further improved by reducing torque assist and equivalently reducing required power generation and reducing power generation.

Although not shown in FIG. 7, a discharge section can also be set. That is, the setting unit 60 sets one or a plurality of small sections of each small section as a discharge section so that the fuel consumption calculated by the fuel consumption calculation section 62 is minimized.

This makes it possible to set the discharge section by combining one or a plurality of small sections so that the fuel consumption is minimized. As a method for calculating the combination, for example, mathematical programming can be used. Thereby, torque assist can be appropriately performed so that fuel consumption does not deteriorate.

Next, the case where the vehicle departs from the departure place and travels toward the destination will be described. The interface unit 58 has a function as an actual measurement value acquisition unit, and acquires an actual measurement value of the remaining power of the storage battery 3. That is, when the vehicle starts traveling from the departure place, an actual measurement value of the remaining power of the storage battery 3 during traveling is acquired. The actually measured value of the remaining power can be acquired by monitoring the input power (charging power) and the output power (discharging power) of the storage battery 3, for example.

The generation unit 59 generates the travel plan again when the absolute value of the difference between the actual measurement value acquired by the interface unit 58 and the remaining power of the storage battery included in the generated travel plan exceeds a predetermined threshold value.

FIG. 9 is a schematic diagram illustrating an example of a state of deviation between the planned value and the actual measurement value based on the travel plan generated by the travel plan generation unit 50 according to the present embodiment. In actual travel, a deviation from the travel plan generated due to various conditions (for example, temperature, deterioration of parts, operation method, etc.) occurs. Due to a deviation from the travel plan (for example, a deviation in the remaining power of the storage battery), power is insufficient in a section where torque assist is desired, and power generation is required, resulting in a deterioration in fuel consumption.

For example, in the initial travel plan, although the section L7 is a section where torque assist is performed as shown in FIG. 6, the remaining power of the storage battery 3 has a lower limit value during the travel as shown in FIG. Since it is below, torque assist cannot be performed, and on the contrary, it is necessary to generate electric power, and fuel consumption deteriorates. In addition, the section L7 must be climbed, and although it is a high travel load road, power generation is required and fuel consumption is deteriorated.

FIG. 10 is a schematic diagram showing an example of a travel plan generated again by the travel plan generation unit 50 of the present embodiment. If the absolute value (deviation) of the difference between the measured value of the remaining power and the planned value (the calculated value of the remaining power included in the travel plan) exceeds a predetermined threshold, the travel plan is again determined based on the measured value of the remaining power. Is generated. In addition, when generating a travel plan again, what is necessary is just to calculate required electric power generation amount (required electric power generation) and to set an electric power generation area according to required electric power generation amount. Further, when the travel plan is generated again, the parameters fed back include, for example, power consumption of the electrical equipment, power generation efficiency, transmission efficiency, travel load, and the like. If the cause of the deviation from the original travel plan is a deviation in parameters for creating a travel plan, such as power generation / transmission efficiency and power consumption of electrical components, the actual value and travel plan Deviation from the planned value will increase. For example, by monitoring the power consumption, generated power, etc. of each electrical component, find the deviation from the parameters when generating the travel plan, set a predetermined threshold for these deviation amounts, and the deviation amount exceeds the threshold In such a case, the travel plan may be generated again.

Further, the control unit 51 has a function as a power determination unit, and determines whether or not there is a change in the discharge power or generated power estimated by the power estimation unit 54 based on the acquired traffic information. After the vehicle departs from the departure place, the vehicle can acquire traffic information, for example, when the vehicle passes near the information distribution device or periodically. When traffic congestion occurs on the route or in the vicinity of the route due to an accident or the like, the estimated vehicle speed (travel time) may change. When the estimated vehicle speed changes by a predetermined value or more, the running state changes and the discharge power or generated power estimated by the power estimation unit 54 changes.

When the control unit 51 determines that there is a change, the generation unit 59 generates a travel plan again. Thereby, the travel plan based on the latest traffic information can be generated.

Also, the storage unit 57 collects data including the power consumption of the electrical components mounted on the vehicle and environmental information when the electrical components are used. For example, data such as temperature and humidity when using an air conditioner or a defroster, ambient brightness when using a headlight, and rainfall when using a wiper are collected as learning data. The power estimation unit 54 estimates the discharge power based on the data collected by the storage unit 57. As a result, it is possible to learn how to drive unique to the driver and more accurately estimate the discharge power (power consumption).

Next, the travel plan generation process by the travel plan generation unit 50 of the present embodiment will be described. FIG. 11 is a flowchart illustrating an example of a processing procedure before the vehicle starts traveling by the travel plan generation unit 50 according to the present embodiment. In the following, the processing subject will be described as the control unit 51 for convenience. The control unit 51 sets a destination (S11) and specifies a route from the departure point to the destination (S12).

The control unit 51 acquires traffic information and road information on or near the identified route (S13), and estimates the discharge power (power consumption) and generated power on the route (S14). The control unit 51 acquires the charging rate (initial value of remaining power) of the storage battery 3 (S15), and calculates necessary generated power and recommended discharge power on the route (S16).

The control unit 51 calculates the remaining power on the path of the storage battery 3 based on the calculated necessary generated power and recommended discharge power (S17), generates a travel plan (S18), and ends the process.

FIG. 12 is a flowchart showing an example of a processing procedure during travel of the vehicle by the travel plan generation unit 50 of the present embodiment. The control unit 51 acquires an actual measurement value of the remaining power of the storage battery 3 (S31), and determines whether or not the absolute value of the difference between the actual measurement value and the remaining power of the travel plan is greater than a predetermined threshold (S32). When the absolute value is larger than the threshold (YES in S32), the control unit 51 corrects the power consumption of each load (S33), estimates the discharge power (power consumption) on the path, and the generated power (S34).

The control unit 51 acquires the charging rate (residual power) of the storage battery 3 (S35), and calculates the necessary generated power and recommended discharge power on the route (S36). The control unit 51 calculates the remaining power on the path of the storage battery 3 based on the calculated required generated power and recommended discharge power (S37), and generates a travel plan (S38). That is, the control unit 51 generates a travel plan again.

The control unit 51 performs driving support based on the generated travel plan (S39), and determines whether or not the destination has been reached (S40). If the destination has not been reached (NO in S40), the control unit 51 repeats the processing from step S31 onward, and if the destination has been reached (YES in S40), the processing is terminated.

In step S32, when the absolute value is not larger than the threshold value (NO in S32), the control unit 51 determines whether or not the traffic information is acquired (S41), and when the traffic information is acquired (YES in S41), It is determined whether there is a need to change the estimated value of the discharge power (power consumption) and generated power on the route (S42).

If there is a need to change the estimated value (YES in S42), the control unit 51 performs the processing after step S34. When the traffic information has not been acquired (NO in S41), or when there is no need to change the estimated value (NO in S42), the control unit 51 does not generate the travel plan again, and the processes after step S39. I do.

The travel plan generation device (travel plan generation unit 50) of the present embodiment can also be realized using a general-purpose computer including a CPU (processor), a RAM, and the like. That is, as shown in FIG. 11 and FIG. 12, a computer program that defines the procedure of each process is loaded into a RAM provided in the computer, and the computer program is executed by a CPU (processor), whereby a travel plan is executed on the computer. A generation device (travel plan generation unit 50) can be realized.

In the above-described embodiment, the vehicle is configured to include the travel plan generation unit 50. However, the present invention is not limited to this, and the travel plan generation unit 50 may be provided in a server such as an information providing device. In this case, the vehicle may transmit information such as the generator 1, the internal combustion engine 2, and the storage battery 3 to the server, generate a travel plan by the server, and transmit the generated travel plan to the vehicle.

The disclosed embodiments are to be considered in all respects as illustrative and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

DESCRIPTION OF SYMBOLS 1 Generator 2 Internal combustion engine 3 Storage battery 4 BMS
5 Electrical equipment 6 HMI
DESCRIPTION OF SYMBOLS 7 Accelerator 8 Brake 50 Travel plan production | generation part 51 Control part 52 Path | route identification part 53 Communication part 54 Electric power estimation part 55 Necessary electric power calculation part 56 Residual electric power calculation part 57 Storage part 58 Interface part 59 Generation part 60 Setting part 61 Calculation of possible electric power generation amount Unit 62 fuel consumption calculation unit 63 travel control unit 100 vehicle

Claims

A travel plan generation device that generates a travel plan for a vehicle having a storage battery,
A traffic information acquisition unit that acquires traffic information on a route from the current location of the vehicle to the destination;
A road information acquisition unit for acquiring road information including a gradient of the road according to the route;
A power estimation unit that estimates the discharge power and the generated power on the route based on the traffic information acquired by the traffic information acquisition unit and the traveling state of the vehicle according to the road information acquired by the road information acquisition unit;
A required power calculation unit that calculates the required generated power and the recommended discharge power on the path based on the discharge power and the generated power estimated by the power estimation unit;
A remaining power calculation unit that calculates a remaining power on the path of the storage battery based on a calculation result in the required power calculation unit;
A generation unit that generates a travel plan that includes a travel mode on the route of the vehicle according to a calculation result in the required power calculation unit and a remaining power on the route calculated by the remaining power calculation unit. Travel plan generation device.
The required power calculation unit
When the estimated remaining power on the path of the storage battery based on the estimation result in the power estimation unit becomes a minimum value below a predetermined lower limit value, the difference between the lower limit value and the minimum value is calculated as the required generated power The travel plan generation device according to claim 1.
The required power calculation unit
When the estimated remaining power on the path of the storage battery based on the estimation result in the power estimation unit becomes a maximum value exceeding a predetermined upper limit value, the difference between the maximum value and the upper limit value is calculated as recommended discharge power The travel plan generation apparatus according to claim 2.
The power generation section for charging the storage battery and the storage battery so that the remaining power calculated by the remaining power calculation unit is within a range determined by the lower limit value and the upper limit value, and fuel consumption of the vehicle satisfies a predetermined condition. A setting unit that sets on the path at least one of the discharge sections that consumes power;
The generator is
The travel plan generation device according to claim 3, wherein the travel plan is generated based on a setting result of the setting unit.
A dividing unit that divides a power generation candidate section from the current location of the vehicle to a position where the estimated remaining power becomes the minimum value, into a plurality of small sections;
A possible power generation amount calculating unit for calculating a possible power generation amount in each small section divided by the dividing unit;
A fuel consumption calculation unit that calculates fuel consumption during power generation and non-power generation in each small section based on the estimated vehicle speed and road gradient in each small section divided by the division unit, and
The setting unit
The power generation possible amount calculated by the power generation possible amount calculation unit is equal to the difference between the lower limit value and the minimum value, and the fuel consumption calculated by the fuel consumption calculation unit is minimized. The travel plan production | generation apparatus of Claim 4 which sets the one or some small area of them as the said electric power generation area.
A dividing unit that divides a discharge candidate section from the current location of the vehicle to a position where the estimated remaining power reaches the maximum value into a plurality of small sections;
A fuel consumption calculation unit that calculates fuel consumption during discharge in each small section divided by the division unit, and
The setting unit
The travel plan generation device according to claim 4, wherein one or a plurality of small sections among the small sections are set as the discharge section so that the fuel consumption calculated by the fuel consumption calculation unit is minimized.
An actual value acquisition unit for acquiring an actual value of the remaining power of the storage battery,
The generator is
The travel plan is generated again when the absolute value of the difference between the actual measurement value acquired by the actual measurement value acquisition unit and the remaining power of the storage battery included in the generated travel plan exceeds a predetermined threshold. The travel plan generating device according to any one of 6 to 6.
A power determination unit for determining whether there is a change in the discharge power or generated power estimated by the power estimation unit based on the traffic information acquired by the traffic information acquisition unit;
The generator is
The travel plan generation apparatus according to any one of claims 1 to 6, wherein when the power determination unit determines that there is a change, the travel plan is generated again.
A collection unit for collecting data including power consumption of electrical components mounted on a vehicle and environmental information when the electrical components are used;
The power estimation unit
The travel plan generation device according to any one of claims 1 to 8, wherein discharge power is estimated based on data collected by the collection unit.
The travel plan generation device according to any one of claims 1 to 9, further comprising an output unit that outputs driving support information based on the travel plan generated by the generation unit.
The travel plan generation device according to any one of claims 1 to 9, further comprising a travel control unit that performs travel control of the vehicle based on the travel plan generated by the generation unit.
A vehicle equipped with the travel plan generation device according to any one of claims 1 to 11.
A travel plan generation system comprising the travel plan generation device according to any one of claims 1 to 9 and a vehicle, wherein the travel plan generation device provides the generated travel plan to the vehicle.
A computer program for causing a computer to generate a travel plan for a vehicle having a storage battery,
Computer
Electric power for estimating discharge power and generated power on the route based on traffic information on the route from the current location of the vehicle to the destination and road conditions including road information including the gradient of the road related to the route An estimation unit;
A required power calculation unit that calculates the required generated power and the recommended discharge power on the path based on the discharge power and the generated power estimated by the power estimation unit;
A remaining power calculation unit that calculates a remaining power on the path of the storage battery based on a calculation result in the required power calculation unit;
As a generation unit that generates a travel plan including the travel mode of the vehicle on the route according to the calculation result of the required power calculation unit and the remaining power on the route calculated by the remaining power calculation unit. A computer program that functions.