WO2021124746A1 - Système de sélection d'itinéraire de déplacement de véhicule et procédé de sélection d'itinéraire de déplacement - Google Patents

Système de sélection d'itinéraire de déplacement de véhicule et procédé de sélection d'itinéraire de déplacement Download PDF

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Publication number
WO2021124746A1
WO2021124746A1 PCT/JP2020/042213 JP2020042213W WO2021124746A1 WO 2021124746 A1 WO2021124746 A1 WO 2021124746A1 JP 2020042213 W JP2020042213 W JP 2020042213W WO 2021124746 A1 WO2021124746 A1 WO 2021124746A1
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Prior art keywords
vehicle
traveling
auxiliary machine
route
amount
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PCT/JP2020/042213
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English (en)
Japanese (ja)
Inventor
健司 矢口
井上　喜博
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ダイムラー・アクチェンゲゼルシャフト
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Publication of WO2021124746A1 publication Critical patent/WO2021124746A1/fr

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0968—Systems involving transmission of navigation instructions to the vehicle
    • G08G1/0969—Systems involving transmission of navigation instructions to the vehicle having a display in the form of a map

Definitions

  • the present invention relates to a traveling route selection system and a traveling route selection method for a vehicle equipped with a traveling motor and an auxiliary machine.
  • the disclosed technology was devised in view of such issues, and one of the purposes is to improve the estimation accuracy of the total energy consumed when the vehicle is driven from the starting point to the destination. To do.
  • the disclosed vehicle travel route selection system is a vehicle travel route selection system equipped with a travel motor and auxiliary equipment, and is intended from the departure point based on map information related to the vehicle travel.
  • a setting unit for setting a plurality of candidates for a traveling route to the ground, a first acquisition unit for acquiring information on traveling time and traveling speed for each candidate set in the setting unit, and an acquisition unit for the first acquisition unit.
  • the first calculation unit Based on the travel time and travel speed information, the first calculation unit that calculates the amount of travel energy consumed to drive the motor for each candidate, and the first calculation unit acquired by the first acquisition unit.
  • the second calculation unit that calculates the amount of energy for auxiliary equipment consumed to drive the auxiliary equipment for each candidate based on the information on the traveling time, and the amount of energy for traveling that is calculated by the first calculation unit.
  • the third calculation unit that calculates the total energy amount for each candidate based on the energy amount for the auxiliary machine calculated by the second calculation unit, and the total energy amount calculated by the third calculation unit.
  • Includes a selection unit that selects the optimum route for the vehicle based on the basic information including.
  • the amount of energy consumed to drive the traveling motor can be estimated from, for example, the distance, speed, acceleration, etc. of the traveling path.
  • the amount of energy consumed to drive an electrical component that is not for traveling does not necessarily change according to the distance and speed, and may tend to change depending on the traveling time.
  • the amount of energy consumed to drive a refrigerator or a cooler mounted in the luggage compartment of a truck vehicle is not affected by the traveling speed or acceleration, and increases or decreases depending on the time.
  • the existing technology does not fully consider the difference between these two types of energy, and there is room for improvement in terms of the estimation accuracy of the total energy amount.
  • the total energy amount is calculated in consideration of the traveling energy amount and the auxiliary machine energy amount.
  • the amount of energy for auxiliary machinery of the present disclosure is calculated in consideration of the influence of the time required for traveling.
  • the selection unit selects the candidate having the smallest total energy amount when selecting the optimum route.
  • the candidate having the smallest total energy amount corresponds to the traveling route having the highest energy saving performance of the vehicle. Therefore, by selecting the candidate having the smallest total energy amount, the total energy amount consumed in the process of the vehicle traveling from the starting point to the destination is minimized.
  • the traveling route selection system includes a second acquisition unit that acquires information on the auxiliary equipment load that changes the power consumption of the auxiliary equipment.
  • the second calculation unit calculates the energy amount for the auxiliary machine based on a map in which the tripartite relationship between the traveling time, the power consumption of the auxiliary machine, and the energy amount for the auxiliary machine is defined. calculate.
  • the map By using the map, the energy amount for the auxiliary machine can be easily calculated in a short time.
  • the resources (computational resources) for calculating the amount of energy for auxiliary machinery are reduced, and the reliability of control is improved.
  • the traveling time is the actual traveling time corresponding to the moving time of the vehicle and the vehicle is temporarily stopped. It is the total time of the stopped time, and the traveling speed is the average vehicle speed of the vehicle in the actual traveling time.
  • the average vehicle speed is used as the running speed information in this way, the total energy amount calculation process described later can be simplified and the calculation load can be reduced.
  • the arithmetic processing in the in-vehicle ECU becomes possible, so that the communication with the arithmetic processing device provided in the server outside the vehicle becomes unnecessary, which can contribute to the reduction of the communication cost.
  • the traveling speed is the speed profile of the vehicle.
  • the speed profile is used as the information related to the traveling speed, the estimation accuracy of the total energy consumed by the vehicle can be further improved.
  • the setting unit sets the candidate again, and the selection unit selects the optimum route again. Therefore, even if the operating state of the auxiliary machine changes, the route for comprehensively improving the energy saving performance of the vehicle is immediately grasped.
  • the third calculation unit calculates the total energy amount based on the power consumption of the auxiliary machine after the change, and the selection unit determines the total energy amount.
  • a vehicle speed range in which the amount of energy decreases from the total energy amount at the vehicle speed before the power consumption of the auxiliary machine changes and a distance range corresponding to the vehicle speed range are calculated, and the optimum route is selected based on the distance range. ..
  • the distance range corresponding to the vehicle speed range it becomes easy to select the candidate whose total energy amount is reduced, and the resource (computational resource) for selecting the optimum route is reduced.
  • the disclosed vehicle travel route selection method is a vehicle travel route selection method equipped with a travel motor and auxiliary equipment, and is intended from the departure point based on map information related to the vehicle travel.
  • a plurality of travel route candidates to the ground are set, travel time and travel speed information for each candidate is acquired, and travel energy consumed to drive the motor based on the travel time and travel speed.
  • the amount is calculated for each candidate, and the amount of auxiliary machine energy consumed for driving the auxiliary machine is calculated for each candidate based on the running time, and the running energy amount and the auxiliary machine energy are calculated. This includes calculating the total energy amount for each candidate based on the amount and selecting the optimum route of the vehicle based on the basic information including the total energy amount.
  • the total energy amount is calculated in consideration of the traveling energy amount and the auxiliary machine energy amount.
  • the basic information including the total energy amount not only the magnitude of the traveling energy amount consumed by the motor but also the auxiliary machine consumed by the auxiliary machine which is not affected by the running resistance.
  • the amount of energy required is properly evaluated. As a result, the estimation accuracy of the total energy amount is improved, and the route in which the energy saving performance of the vehicle is comprehensively improved is grasped.
  • the accuracy of estimating the total amount of energy consumed by the vehicle can be improved.
  • FIG. 3 It is a schematic diagram of the vehicle to which the traveling route selection system as an embodiment is applied. It is a block diagram which shows the structure of the vehicle shown in FIG. It is a block diagram which shows the structure of the vehicle and the traveling route selection system shown in FIG. It is a schematic diagram which shows the candidate of the traveling route of the vehicle shown in FIG. It is a block diagram which shows the content of the control executed by the program shown in FIG.
  • the graph related to the program shown in FIG. 3 is illustrated.
  • (A) is a graph related to the amount of energy for traveling (electric energy consumption rate)
  • B) is a graph related to the auxiliary load (power consumption)
  • (C) is a graph related to the auxiliary load (power consumption).
  • FIG. 1 is a schematic view showing a state in which the luggage compartment side surface (right side surface) of the vehicle 1 to which the traveling route selection system as an embodiment is applied is removed.
  • This vehicle 1 is a vehicle equipped with at least a traveling motor 2 and an auxiliary machine 4.
  • the vehicle 1 referred to here includes, for example, an electric vehicle such as an electric vehicle, a hybrid vehicle, an electric bus, and a hybrid bus.
  • the vehicle shown in FIG. 1 is an EV (Electric Vehicle) type truck in which a refrigerating / refrigerating device is installed in the luggage compartment.
  • EV Electrical Vehicle
  • the motor 2 is an electric motor for driving the wheels to drive the vehicle 1, and is fixed to the vehicle body frame below the luggage compartment and the cab.
  • the motor 2 of the present embodiment is, for example, a permanent magnet type AC synchronous motor, which has both a function as an electric motor and a function as a generator.
  • the motor 2 is operated by the electric power of the battery 3 mounted on the vehicle 1. As shown in FIG. 1, the battery 3 is fixed to the vehicle body frame below the luggage compartment.
  • the battery 3 is a secondary battery such as a lithium ion battery.
  • the auxiliary machine 4 is an electrical component mounted on the vehicle 1 and is not related to the traveling of the vehicle 1 (an electrical product not for traveling).
  • Specific examples of the auxiliary machine 4 include a compressor of a refrigerator installed in a cab or a luggage compartment, a temperature controller in a refrigerator, an HVAC system used for heating and cooling in a cab, a power rotating device for a dust vehicle and a mixer vehicle, and the like. Examples include temperature control devices such as batteries and inverters.
  • the auxiliary machine 4 according to the present embodiment is an electrical component that can be used during traveling, although it is not directly related to the driving of the vehicle itself, and the longer the traveling time, the greater the total power consumption in time integration. There is no particular limitation as long as it increases.
  • the auxiliary machine 4 shown in FIG. 1 is a refrigerator mounted in the luggage compartment of the vehicle 1, and is installed near the ceiling on the wall surface on the front side of the vehicle in the luggage compartment.
  • This refrigerator contains a compressor that compresses the gaseous refrigerant, a condenser that liquefies it, an evaporator that cools the air by vaporizing the liquid refrigerant, and a fan that blows the cooled air into the luggage compartment. ..
  • the electric power of the battery 3 is also used to drive these compressors and cold air fans.
  • FIG. 2 is a block diagram schematically showing the configuration of the vehicle 1 shown in FIG.
  • a traveling inverter 5 is interposed in the power supply path connecting the motor 2 and the battery 3, and an inverter and a motor are formed between the compressor and the battery 3 which are auxiliary machines 4, for example, in the case of a refrigerator.
  • the e-PTO unit 6 is interposed.
  • the traveling inverter 5 is a power converter having a built-in three-phase bridge circuit including a plurality of switching elements, and supplies the DC power of the battery 3 to the motor 2 after converting it into AC power. Further, the traveling inverter 5 converts the AC power on the motor 2 side into DC power and supplies it to the battery 3 side. As a result, the regenerative power generated by the motor 2 is charged to the battery 3 via the traveling inverter 5.
  • auxiliary machine 4 When the auxiliary machine 4 is an auxiliary machine such as a compressor that requires rotational power, an e-PTO unit 6 including an inverter and a motor is provided.
  • the e-PTO unit 6 can drive the auxiliary machine 4 including the compressor by converting the electric power supplied from the battery 3 into rotational power. Further, when the auxiliary machine 4 is an electric product driven by DC power, a DC-DC converter can be provided (not shown).
  • an auxiliary switch 7, a navigation device 8, a wireless communication device 9, and a control device 10 are provided in the cab of the vehicle 1.
  • the auxiliary machine switch 7 is an input device for allowing an occupant to change the operating state (auxiliary machine load) of the auxiliary machine 4.
  • the auxiliary machine switch 7 is provided with a rotary switch for selecting one of the multi-stage temperature ranges.
  • the rotary switch is provided with setting positions corresponding to three types, for example, a dry temperature range (0 to 10 ° C), a chilled temperature range (-5 to 5 ° C), and a frozen temperature range (-25 to -15 ° C).
  • the output of the refrigerator is controlled according to the set position of the rotary switch.
  • the navigation device 8 guides the traveling route of the vehicle 1 based on the positioning information (latitude, longitude, height information) of the vehicle 1 and the map information.
  • a positioning antenna that receives a positioning signal transmitted from the positioning satellite 15 is connected to the navigation device 8.
  • the navigation device 8 acquires the positioning information of the vehicle 1 based on the positioning signal, and presents the map information around the vehicle 1 while collating the positioning information with the map information. Further, when the departure place and the destination of the vehicle 1 are input by the operation of the occupant, the navigation device 8 displays a map screen showing the optimum route from the departure place to the destination on the display (display device with a touch panel), and the vehicle.
  • the route is guided by images and sounds according to the movement of 1.
  • the map information referred to here includes not only map information (route information) obtained by reducing the shape and arrangement of roads through which vehicle 1 can pass, lanes, etc., but also speed limit information, road gradient information, and signal information. , Road surface information, traffic jam information, flood information, traffic accident information, construction information, event information, etc. are included.
  • the map information may be stored in advance inside the navigation device 8, or may be stored in a recording medium readable by the navigation device 8. Alternatively, the map information may be stored in the server 17 on the network 16 and the navigation device 8 may acquire the map information as needed.
  • the wireless communication device 9 is an electronic control device (for example, a mobile communication device, a road-to-vehicle communication device, a vehicle-to-vehicle communication device, etc.) for wirelessly communicating with a computer outside the vehicle via a network 16 outside the vehicle 1. .. As shown in FIG. 3, the network 16 can also be connected to the server 17 and the electronic terminal 18 owned by the occupant of the vehicle 1. When the navigation device 8 acquires the map information from the server 17 or the electronic terminal 18, the map information is transmitted to the navigation device 8 via the wireless communication device 9.
  • a mobile communication device for example, a mobile communication device, a road-to-vehicle communication device, a vehicle-to-vehicle communication device, etc.
  • the control device 10 is an electronic control device (computer) for selecting a traveling route of the vehicle 1.
  • the control device 10 includes a processor 11, a memory 12 (main memory), a storage device 13 (storage), and an interface 14, which are connected to each other via an internal bus.
  • the processor 11 is a central processing unit (CPU) having a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register group), and the like.
  • the memory 12 is a storage device for storing programs and data being worked on, and includes, for example, ROM (Read Only Memory) and RAM (Random Access Memory).
  • the storage device 13 is a storage device that stores data and firmware that are retained for a longer period of time than the memory 12, and is, for example, a flash memory, a non-volatile memory such as EEPROM (Electrically Erasable Programmable ROM), a hard disk drive, or a solid state drive. Etc. are included in this.
  • the interface 14 controls input / output (Input and Output; I / O) between the control device 10 and another in-vehicle device.
  • An auxiliary switch 7, a navigation device 8, and a wireless communication device 9 are connected to the control device 10 via an interface 14.
  • the control device 10 can read the data or program recorded on the recording medium 19 (optical disk, semiconductor memory device, etc.), the recording medium 19 or the reading device of the recording medium 19 is connected to the control device 10 via the interface 14. Will be done.
  • the network 16 shown in FIG. 3 is a wireless communication network provided outside the vehicle 1, and includes a part of, for example, the Internet, an intranet, a local area network, and a mobile phone communication network.
  • the server 17 shown in FIG. 3 is a computer equipped with hardware capable of communicating with the control device 10 of the vehicle 1.
  • the server 17 is installed at an arbitrary location on the network 16.
  • the electronic terminal 18 shown in FIG. 3 is a computer such as a smartphone or a tablet terminal possessed by the occupant of the vehicle 1.
  • the electronic terminal 18 can be connected to the control device 10 and the server 17 of the vehicle 1 via the network 16. Further, the electronic terminal 18 can also directly communicate with the control device 10 via the wireless communication device 9 of the vehicle 1.
  • Each of the server 17 and the electronic terminal 18 is a computer having a processor, a memory (main memory), a storage device (storage), and an interface built-in, and the specific configuration thereof will be omitted.
  • the program 20 (travel route selection program) for selecting the travel route of the vehicle 1 can be executed by, for example, the control device 10, the navigation device 8, the wireless communication device 9, or the like of the vehicle 1.
  • a control configuration in which a part of the program 20 is executed by the control device 10 and the other part of the program 20 is executed by a computer (navigation device 8 or wireless communication device 9) other than the control device 10 is also allowed. It is also permissible to have a control configuration in which part or all of the program 20 is executed on the server 17. Alternatively, a control configuration in which part or all of the program 20 is executed on the electronic terminal 18 is also allowed.
  • the program 20 is stored in, for example, the memory 12 or the storage device 13 of the control device 10, or is stored in the recording medium 19. Further, a part or all of the program 20 may be stored in a storage device (not shown) built in the server 17 or the electronic terminal 18. It is also possible to save a part of the program 20 in the control device 10 and save the other part in the server 17 or the electronic terminal 18. When the program 20 is stored in the recording medium 19, the recording medium 19 may be read by the control device 10, the server 17, or the electronic terminal 18.
  • the program 20 includes a travel route candidate setting unit 21, a basic information acquisition unit 22, an auxiliary equipment information acquisition unit 23, a travel energy amount calculation unit 24, an auxiliary equipment energy amount calculation unit 25, and a total.
  • the energy amount calculation unit 26, the optimum route selection unit 27, and the control unit 28 are provided. These are merely classifications of the functions of the program 20 for convenience, and do not mean that each is an element with an individual physical entity.
  • the travel route candidate setting unit 21 sets a plurality of travel route candidates from the departure point to the destination based on the map information related to the travel of the vehicle 1.
  • the map information acquired here the one stored in the navigation device 8 or the server 17 is used. Further, the information on the departure place and the destination may be input by the occupant of the vehicle 1 from the navigation device 8, or may be prepared in advance in the navigation device 8 or the server 17.
  • the place of departure include the place of the sales office and warehouse of the transportation company, the location of the business partner company, the current location, and the like. Be done.
  • Specific examples of the destination location include the location of the warehouse where the cargo is delivered, the waiting location, the designated parking lot, and the parking area.
  • the starting point and the destination can be specified not only at preset points but also at arbitrary positions by the occupants of the vehicle 1.
  • the occupant of the vehicle 1 can input the position information of the departure place and the destination by using, for example, the navigation device 8 or the electronic terminal 18.
  • FIG. 4 is a schematic diagram showing candidates for a plurality of travel routes set by the travel route candidate setting unit 21. Here, three candidate travel routes are shown. If the magnitude relation of the route length is expressed by an inequality, "route 1 ⁇ route 2 ⁇ route 3" is established. Further, if the magnitude relation of the number of traffic lights existing on the route is expressed by an inequality, "route 1> route 2> route 3" is established. Of the three routes, the route with the longest congestion section (or congestion time) is route 2. The information of the plurality of candidates set here is transmitted to the basic information acquisition unit 22 as shown in FIG.
  • the basic information acquisition unit 22 acquires information on travel for each candidate set by the travel route candidate setting unit 21. Here, information on the traveling time and the traveling speed is acquired. As shown in FIG. 5, this information is transmitted to the traveling energy amount calculation unit 24 and the auxiliary machine energy amount calculation unit 25.
  • the basic information acquisition unit 22 of the present embodiment acquires information on the mileage, the mileage, and the mileage. The mileage is calculated based on the length of the route from the starting point to the destination on the map.
  • the average vehicle speed information on each route may be acquired, or the speed profile (correspondence relationship between speed and position or time, or a graph showing the correspondence relationship) which is speed change information on each route. And tables and formulas).
  • the method of estimating / acquiring the running time and running speed information may use a known technique and is not particularly limited. For example, it may be an estimated value from past travel history data, or it may be an estimated value estimated from real-time data.
  • these information are corrected by on-time information such as speed limit information, road gradient information, traffic light information, road surface information, traffic jam information, flooding information, traffic accident information, construction information, and event information included in the map information. May be good.
  • speed limit information such as speed limit information, road gradient information, traffic light information, road surface information, traffic jam information, flooding information, traffic accident information, construction information, and event information included in the map information. May be good.
  • the average vehicle speed is used as the information related to the traveling speed, the total energy amount calculation process described later can be simplified and the calculation load can be reduced.
  • the arithmetic processing in the in-vehicle ECU becomes possible, so that the communication with the arithmetic processing device provided in the server outside the vehicle becomes unnecessary, which can contribute to the reduction of the communication cost.
  • the speed profile is used as the information related to the traveling speed, the estimation accuracy of the total energy consumed by the vehicle can be further improved.
  • the information related to the traveling time As the information related to the traveling time, the information of the actual traveling time required when actually traveling on the route is acquired.
  • the actual running time is calculated based on the speed limit information, road gradient information, traffic light information, road surface information, traffic jam information, flood information, traffic accident information, construction information, event information, etc. included in the map information.
  • the stop time is calculated based on traffic light information, traffic jam information, flood information, traffic accident information, construction information, event information, and the like.
  • the auxiliary machine information acquisition unit 23 acquires information on the auxiliary machine load that changes the power consumption [kW] of the auxiliary machine 4.
  • the method of acquiring the information on the auxiliary equipment load is not particularly limited, and a known technique can be applied.
  • past auxiliary equipment usage history data or the like may be used.
  • a map for estimation may be used for each auxiliary machine 4, such as a usage history for each outside air temperature of the heating / cooling device and a usage history for each cargo type in the refrigerated vehicle.
  • the auxiliary machine 4 is the refrigerator shown in FIG. 1, information on the energy consumption required for each temperature range selected by the auxiliary machine switch 7 that controls the control temperature of the refrigerator is acquired. ..
  • the information on the auxiliary machine load acquired here is transmitted to the auxiliary machine energy amount calculation unit 25 as shown in FIG.
  • the auxiliary machine information acquisition unit 23 may be omitted when the power consumption of the auxiliary machine 4 is known, can be easily predicted, or is always substantially constant.
  • the traveling energy amount calculation unit 24 calculates the traveling energy amount, which is the energy amount required for the vehicle to travel on each traveling route.
  • a known calculation method may be applied to the running energy amount, for example, based on the running time and running speed information acquired by the basic information acquisition unit 22, the running route gradient information, the signal information, and the like. It is calculated in consideration of at least one of running resistance consisting of air resistance fluctuation during running, acceleration resistance fluctuation, gradient resistance fluctuation, and wheel rolling resistance.
  • the traveling energy amount calculation unit 24 of the present embodiment calculates the power consumption related to the traveling of the vehicle 1 for each travel route candidate based on the average vehicle speed considering only the actual traveling time of the vehicle 1.
  • the traveling energy amount calculation unit 24 stores graphs and mathematical formulas in which the relationship between the vehicle speed and the power consumption is defined.
  • the traveling energy amount calculation unit 24 uses such a relationship to calculate the power consumption corresponding to the average vehicle speed, and the product of the power consumption amount and the traveling time is the driving energy amount (power consumption amount). Calculate as.
  • the magnitude of the air resistance (force) acting on the vehicle 1 is proportional to the square of the vehicle speed, and the power (horsepower) of the motor 2 is proportional to the cube of the vehicle speed. Therefore, as shown in FIG. 6A, as the vehicle speed increases, the power consumption related to the traveling of the vehicle 1 increases, and the amount of increase increases.
  • the auxiliary machine energy amount calculation unit 25 travels the auxiliary machine energy amount consumed to drive the auxiliary machine 4 based on the travel time information acquired by the basic information acquisition unit 22. It is calculated for each route candidate. The amount of energy for the auxiliary machine is calculated by multiplying the power consumption [kW] of the auxiliary machine 4 by the traveling time [h]. Further, the expression "to drive the auxiliary machine 4" is not only the energy consumed by the auxiliary machine 4, but also the electrical components attached to the auxiliary machine 4 (for example, the operating state of the auxiliary machine switch 7 and the auxiliary machine). It means that the energy consumed by the indicator (such as the indicator that displays) is also included. The information on the amount of energy for auxiliary machinery calculated here is transmitted to the total amount of energy calculation unit 26 as shown in FIG.
  • the auxiliary machine energy amount calculation unit 25 is informed of the traveling time, the power consumption of the auxiliary machine 4 (compressor control temperature range), and the supplement, as shown in FIG. 6B, for example. Maps and formulas that define the tripartite relationship with the amount of machine energy (power consumption) are saved.
  • the solid line in FIG. 6B represents the case where the power consumption of the auxiliary machine 4 (compressor control temperature range) is relatively low, the alternate long and short dash line represents the case where the power consumption is relatively high, and the broken line represents the case where the power consumption is intermediate between them. Represents the case.
  • the power consumption of the auxiliary machine 4 has a size corresponding to the power consumption, and in any case, the size is proportional to the traveling time.
  • the auxiliary machine energy amount calculation unit 25 calculates the auxiliary machine energy amount (electric power amount) by using such a relationship.
  • FIG. 6C is a graph showing the relationship between the vehicle speed while the vehicle 1 is running and the power consumption of the auxiliary machine 4 for each power consumption of the auxiliary machine 4.
  • the output of the auxiliary machine 4 is hardly affected by the vehicle speed, and the traveling time of the vehicle 1 (operating time of the auxiliary machine 4) is shortened as the vehicle speed increases. Therefore, as shown in FIG. 6C, as the vehicle speed increases, the power consumption related to the driving of the auxiliary machine 4 decreases, and the rate of decrease decreases.
  • 6C represents the case where the power consumption of the auxiliary machine 4 (compressor control temperature range) is relatively low
  • the alternate long and short dash line represents the case where the power consumption is relatively high
  • the broken line represents the case where the power consumption is relatively high. Represents the case in the middle of.
  • the power consumption of the auxiliary machine is higher as the power consumption is larger, and lower as the power consumption is smaller.
  • the total energy amount calculation unit 26 (third calculation unit) divides the running energy amount calculated by the traveling energy amount calculation unit 24 and the auxiliary machine energy amount calculated by the auxiliary machine energy amount calculation unit 25. Based on this, the total amount of energy for each candidate of the traveling route is calculated.
  • the total of the running energy amount and the auxiliary machine energy amount is calculated as the total energy amount.
  • the total energy amount may be calculated by adding the amount of running energy multiplied by a predetermined first gain and the amount of auxiliary equipment energy multiplied by a predetermined second gain.
  • the information on the total energy amount calculated here is transmitted to the optimum route selection unit 27 as shown in FIG.
  • FIG. 7 is a graph showing the relationship between the vehicle speed and the total power consumption of the vehicle 1.
  • the power consumption shown on the vertical axis corresponds to the total energy amount divided by the mileage of the route.
  • the solid line in FIG. 7 represents the case where the power consumption of the auxiliary machine 4 is relatively low
  • the alternate long and short dash line represents the case where the power consumption is relatively high
  • the broken line represents the case where the power consumption is in between.
  • the value of the vehicle speed at which the total power consumption of the vehicle 1 is minimized increases as the power consumption of the auxiliary machine 4 increases. That is, by selecting a route capable of traveling at a vehicle speed suitable for the operating state of the auxiliary machine 4, the total power consumption of the vehicle 1 is reduced, and the substantial energy consumption of the vehicle 1 is improved. ..
  • the optimum route selection unit 27 selects the optimum route of the vehicle 1 based on the basic information including the total energy amount calculated by the total energy amount calculation unit 26.
  • the basic information includes information such as mileage, running time, actual running time, stop time, arrival time, average vehicle speed, and presence / absence of toll roads.
  • the information of the optimum route selected here is transmitted to the control unit 28 as shown in FIG.
  • the candidate for the travel route with the smallest total energy amount corresponds to the travel route with the highest energy-saving performance of the vehicle 1. Therefore, for example, by selecting the candidate having the smallest total energy amount, the total energy amount consumed in the process of the vehicle 1 traveling from the starting point to the destination is minimized.
  • the optimum route selection unit 27 does not select the optimum route based only on the total energy amount, but selects the optimum route based on the basic information including information other than the total energy amount.
  • the "optimal path" of the present embodiment includes not only the “path that minimizes the total energy amount” but also, for example, the “path with the second smallest total energy amount” and "the total energy amount among all the candidates". Although it is not the minimum, a path that minimizes the total amount of energy among the candidates satisfying a predetermined condition may be included.
  • the control unit 28 transmits the information of the optimum route selected by the optimum route selection unit 27 to the navigation device 8 and the wireless communication device 9, and instructs the guidance of the optimum route.
  • the navigation device 8 receives instructions from the control unit 28 and guides the traveling route from the current location to the destination.
  • the navigation device 8 also provides the occupants with information such as the mileage to the destination, the mileage, and the estimated arrival time.
  • FIG. 8 is a flowchart showing the content of control in the present embodiment.
  • the control shown in this flow is executed, for example, when the occupant inputs the information of the departure place and the destination immediately after turning on the main power of the vehicle 1 (turning on the main switch).
  • step A1 a plurality of candidate travel routes from the departure point to the destination are set based on the map information related to the travel of the vehicle 1.
  • the route 1, the route 2, and the route 3 are set.
  • step A2 each information of the mileage, the mileage, and the mileage for each candidate of the mileage route is acquired. Each of these pieces of information is used to calculate the amount of energy for traveling and the amount of energy for auxiliary machinery for each candidate of the traveling route. Further, in the following step A3, information on the auxiliary machine load that changes the power consumption of the auxiliary machine 4 is acquired. The information on the auxiliary machine load acquired here is used to grasp the power [kW] (work per unit time) of the auxiliary machine 4.
  • step A4 the amount of travel energy required for the vehicle to travel is calculated for each travel route candidate.
  • Amount of energy for traveling In step A5, the amount of energy for auxiliary equipment consumed for driving the auxiliary equipment 4 during traveling is calculated for each candidate of the traveling route. The amount of energy for auxiliary machinery is calculated based on the traveling time.
  • step A6 the total energy amount for each travel route candidate is calculated based on the travel energy amount and the auxiliary machine energy amount.
  • the total energy amount is calculated by summing the running energy amount and the auxiliary machine energy amount. Alternatively, it may be calculated by adding up the values obtained by multiplying each energy by an individual gain.
  • step A7 the optimum route is selected based on the basic information including the total energy amount. After that, in step A8, the information on the optimum route is transmitted to the navigation device 8, and the information is guided to the occupant of the vehicle 1.
  • both the traveling energy amount of the vehicle 1 and the auxiliary machine energy amount based on the traveling time are taken into consideration, and the traveling route is determined.
  • the total energy amount of each candidate is calculated.
  • basic information including the total energy amount is used. That is, not only the amount of energy required for traveling on each route but also the amount of energy for auxiliary machinery due to the traveling time is taken into consideration in the selection of the traveling route.
  • the traveling route selected in the present embodiment can travel at an average vehicle speed close to the vehicle speed at which the power consumption is minimized on the graph showing the relationship between the vehicle speed and the power consumption shown in FIG. 7, for example. It becomes a route.
  • the traveling route selected in the present embodiment can travel at an average vehicle speed close to the vehicle speed at which the power consumption is minimized on the graph showing the relationship between the vehicle speed and the power consumption shown in FIG. 7, for example. It becomes a route.
  • the traveling route selected in the present embodiment can travel at an average vehicle speed close to the vehicle speed at which the power consumption is minimized on the graph showing the relationship between the vehicle speed and the power consumption shown in FIG. 7, for example. It becomes a route.
  • the vehicle travels at the vehicle speed in the state shown at point A. Is the most energy-saving driving condition for the vehicle.
  • the average vehicle speed tends to increase on routes with long mileage, routes including highways, routes with few traffic lights, and routes with less traffic congestion.
  • the average vehicle speed tends to be low on routes with short mileage, routes that do not include expressways, routes with many traffic lights, and routes where congestion is likely to occur.
  • the route 1 shown in FIG. 4 is the shortest distance, but the actual traveling time is the longest because there are many signals and congestion, and the route 3 is the longest distance, but the actual traveling time is the shortest because there are few signals and congestion. If the traveling resistances are substantially the same, the higher the power consumption of the auxiliary machine 4, the more preferentially the route 3 is selected.
  • the estimation accuracy of the total energy amount in each candidate of the traveling route is not sufficient, so that the route 1 having the largest total energy amount is given priority. There is a risk of being selected.
  • the control configuration for acquiring the information of the auxiliary machine load is adopted, the power consumption of the auxiliary machine 4 can be predicted accurately, and the calculation accuracy of the energy amount for the auxiliary machine can be improved. it can.
  • This control configuration is useful when calculating the amount of energy for an auxiliary machine with respect to the auxiliary machine 4 having a variable load.
  • the auxiliary machine switch 7 as shown in FIG. 2 exists, it is easy to grasp the setting contents of the auxiliary machine switch 7, and the power consumption of the auxiliary machine 4 can be easily obtained. be able to.
  • the auxiliary machine switch 7 does not exist, for example, by acquiring information on the power (product of voltage and current) supplied to the auxiliary machine 4, the power consumption of the auxiliary machine 4 can be accurately measured. Can be sought.
  • the tripartite relationship between the traveling time, the power consumption of the auxiliary equipment 4 and the energy amount for auxiliary equipment is defined.
  • a control configuration using a map is useful. That is, by using the map, the amount of energy for auxiliary machinery can be easily calculated in a short time, and the performance required for the processor 11 and the memory 12 built in the control device 10 can be reduced, and manufacturing can be performed. The cost can be reduced.
  • resources for calculating the amount of energy for auxiliary machinery can be reduced. Therefore, it is possible to suppress interference and invasion with the control executed by other in-vehicle electronic control devices, and it is possible to improve the reliability of the control.
  • the server 17 or the electronic terminal 18 calculates the amount of energy for auxiliary equipment
  • the traffic (communication data amount) in the network 16 and the calculation load of the server 17 and the electronic terminal 18 can be reduced. it can.
  • the control is performed when the occupant inputs the information of the departure place and the destination, and the optimum route is selected.
  • the control shown in FIG. 8 is executed again, and the optimum route is selected again.
  • it may be better to reselect the optimum route that is, when the load of the auxiliary machine 4 changes during traveling (or when the load of the auxiliary machine 4 is changed). In this case, a travel route may be selected in which the electricity cost and power consumption after the change are better than those before the change.
  • step B1 the total energy amount calculation unit 26 calculates the current power consumption.
  • the current power consumption is calculated as, for example, the sum of the power consumption related to the running of the vehicle 1 shown in FIG. 6 (A) and the power consumption related to the driving of the auxiliary machine 4 shown in FIG. 6 (C). ..
  • step B2 it is determined whether or not the auxiliary load has changed. If the auxiliary load has not changed, the control in the calculation cycle is terminated, and step B1 is executed again in the next calculation cycle. On the other hand, if the auxiliary load changes, the process proceeds to step B3.
  • step B3 candidates for a traveling route from the current location to the destination are searched based on the map information, and a plurality of candidates are set.
  • the control content of step B3 corresponds to the control content of step A1 of the flow shown in FIG. Further, in the following step B4, the total energy amount for each candidate of the traveling route is calculated.
  • the control content of step B4 corresponds to steps A2 to A6 of the flow shown in FIG.
  • step B5 the vehicle speed range in which the power consumption is improved is specified.
  • the vehicle speed range specified here means "a vehicle speed range that can be taken by the reroute search system in order to further improve the total energy amount even when the load of the auxiliary equipment changes during traveling". Specifically, the example shown in FIG.
  • step B6 the distance range corresponding to the vehicle speed range calculated in step B5 is calculated.
  • the distance range is calculated by multiplying each of the minimum and maximum values of the vehicle speed range by the mileage of each candidate of the travel route.
  • step B7 the optimum route is selected based on the basic information including the total energy amount for each travel route candidate and the distance range. As the optimum route, for example, candidates whose mileage is within the distance range are preferentially selected, and candidates whose mileage is not within the distance range are excluded.
  • step B8 the information on the optimum route is transmitted to the navigation device 8, and the information is guided to the occupant of the vehicle 1.
  • the control content of step B8 corresponds to step A8 of the flow shown in FIG.
  • Vehicle 2 Motor 3 Battery 4 Auxiliary equipment 5 Traveling inverter 6 e-PTO unit 7 Auxiliary equipment switch 8 Navigation device 9 Wireless communication device 10
  • Control device (ECU) 11 Processor 12 Memory 13 Storage device 14 Interface 15 Positioning satellite 16 Network 17 Server 18 Electronic terminal 19 Recording medium 20
  • Program 21 Travel route candidate setting unit (setting unit) 22 Basic Information Acquisition Department (First Acquisition Department) 23 Auxiliary equipment information acquisition department (second acquisition department) 24 Driving energy amount calculation unit (first calculation unit) 25 Energy amount calculation unit for auxiliary equipment (second calculation unit) 26 Total energy amount calculation unit (third calculation unit) 27 Optimal route selection department (selection department) 28 Control unit

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  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)
  • Traffic Control Systems (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Le problème décrit par la présente invention est de fournir un système de sélection d'itinéraire de déplacement de véhicule et un procédé de sélection d'itinéraire de déplacement permettant de régler avec précision un itinéraire de déplacement qui améliore la quantité d'énergie consommée lors de la mise en œuvre. Dans la solution selon la présente invention, une pluralité de candidats pour l'itinéraire de déplacement depuis l'emplacement de départ jusqu'à la destination sont sélectionnés sur la base d'informations cartographiques concernant le déplacement d'un véhicule (A1). Le temps de déplacement et la vitesse de déplacement pour chacun des candidats sont prédits (A2). Une quantité d'énergie liée au déplacement devant être consommée pour entraîner un moteur et une quantité d'énergie liée à une machine auxiliaire devant être consommée pour entraîner une machine auxiliaire sont calculées pour chacun des candidats (A4-A5). La quantité d'énergie liée au déplacement est calculée sur la base du temps de déplacement et de la vitesse de déplacement (A4), et la quantité d'énergie liée à la machine auxiliaire est calculée sur la base du temps de déplacement (A5). La quantité d'énergie totale pour chacun des candidats est calculée sur la base de la quantité d'énergie liée au déplacement et de la quantité d'énergie liée à la machine auxiliaire (A6). L'itinéraire optimal pour le véhicule est sélectionné sur la base d'informations de base comprenant la quantité d'énergie totale (A7).
PCT/JP2020/042213 2019-12-19 2020-11-12 Système de sélection d'itinéraire de déplacement de véhicule et procédé de sélection d'itinéraire de déplacement WO2021124746A1 (fr)

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JP2019228976A JP2021096201A (ja) 2019-12-19 2019-12-19 車両の走行経路選定システム及び走行経路選定方法

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015224871A (ja) * 2014-05-26 2015-12-14 株式会社日立製作所 センタ装置、運転支援システム及び運転支援方法
JP2017078871A (ja) * 2014-01-31 2017-04-27 クラリオン株式会社 車両用情報システム、サーバ装置
JP2018013897A (ja) * 2016-07-20 2018-01-25 三菱自動車工業株式会社 自動運転制御装置
JP2019078656A (ja) * 2017-10-25 2019-05-23 株式会社デンソー 車両用制御装置

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JP2017078871A (ja) * 2014-01-31 2017-04-27 クラリオン株式会社 車両用情報システム、サーバ装置
JP2015224871A (ja) * 2014-05-26 2015-12-14 株式会社日立製作所 センタ装置、運転支援システム及び運転支援方法
JP2018013897A (ja) * 2016-07-20 2018-01-25 三菱自動車工業株式会社 自動運転制御装置
JP2019078656A (ja) * 2017-10-25 2019-05-23 株式会社デンソー 車両用制御装置

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