Information processing apparatus, system, method, and storage medium

Abstract

The present disclosure relates to an information processing apparatus, system, method, and storage medium. The information processing apparatus, which determines a path through which a tour of a plurality of locations is formed, includes an acquisition unit that acquires location information regarding the plurality of locations, a determination unit that determines, for the plurality of locations, a tour path that satisfies a first condition, based on the location information acquired by the acquisition unit and traffic information, and a transmission unit that transmits the tour path determined by the determination unit to an external.

Description

Technical Field

[0001] This disclosure relates to an information processing device that provides information about a vehicle’s movement. Background Technology

[0002] In parcel delivery services and similar industries, it is important to properly manage delivery plans regarding routes, visit times, and other details in order to make efficient use of delivery vehicles.

[0003] Japanese Unexamined Patent Application Publication No. 2020-067677 (JP 2020-067677 A) discloses a system for managing vehicle delivery. JP 2020-067677 A outlines a system that, in addition to map information and past delivery records, develops delivery plans based on vehicle stop information and the duration of vehicle stays at the destination, and utilizes delivery vehicles effectively by operating the vehicles according to the developed delivery plans. Summary of the Invention

[0004] In hybrid vehicles equipped with both an electric motor and an internal combustion engine, fuel efficiency can be improved through effective and selective use of both motor and engine driving control. When using hybrid vehicles as delivery vehicles for parcel delivery services, the focus is not merely on the efficient route of the delivery vehicle, but rather on optimizing fuel efficiency by best utilizing both electric motor and internal combustion engine driving. Therefore, there is room for further improvement in the methods for determining the delivery vehicle's route.

[0005] This disclosure provides an information processing device or the like that can determine a travel path suitable for improving fuel efficiency in a hybrid vehicle.

[0006] An information processing apparatus according to one aspect of this disclosure determines a path that forms a loop through multiple locations. The information processing apparatus includes an acquisition unit, a determination unit, and a transmission unit. The acquisition unit is configured to acquire location information about the multiple locations. The determination unit is configured to determine a loop path that satisfies a first condition of the multiple locations based on the location information and traffic information acquired by the acquisition unit. The transmission unit is configured to transmit the loop path determined by the determination unit to an external location.

[0007] Based on various aspects of this disclosure, a cycle path suitable for improving fuel efficiency in hybrid vehicles can be determined. Attached Figure Description

[0008] The features, advantages, and technical and industrial significance of exemplary embodiments of the present invention will now be described with reference to the accompanying drawings, wherein like symbols denote like elements, and wherein:

[0009] Figure 1 This is a schematic configuration diagram of a system including an information processing apparatus according to embodiments of the present disclosure;

[0010] Figure 2 These are examples of the locations the vehicle has visited.

[0011] Figure 3 This is an example of delivering destination data;

[0012] Figure 4 Here is an example of road / traffic environment data;

[0013] Figure 5 It is a flowchart of the route determination process executed by the driving control device;

[0014] Figure 6 This is an example of a functional model of vehicle operation;

[0015] Figure 7 This is an example of a loop path determined by an information processing device;

[0016] Figure 8 This is a functional block diagram of a vehicle according to an embodiment of the present disclosure;

[0017] Figure 9A This is a flowchart illustrating an example of driving control processing performed by the driving control device;

[0018] Figure 9B This is a flowchart illustrating an example of driving control processing performed by the driving control device;

[0019] Figure 10A This is a flowchart illustrating an example of driving scenario generation processing performed by the driving control unit;

[0020] Figure 10B This is a flowchart illustrating an example of driving scenario generation processing performed by the driving control unit;

[0021] Figure 11 This is a flowchart illustrating an example of threshold modification processing performed by the driving control unit;

[0022] Figure 12 This is an example diagram illustrating the driving power curve;

[0023] Figure 13 This is a diagram of the regenerative energy region in the driving power curve.

[0024] Figure 14 This is a diagram illustrating an example of a velocity curve;

[0025] Figure 15 This is a diagram showing the region in the speed curve where electricity can be generated;

[0026] Figure 16 This is a graph illustrating an example of changes in battery capacity (without a target capacity); and

[0027] Figure 17 This is a graph illustrating an example of changes in battery capacity (with a target capacity). Detailed Implementation

[0028] According to this embodiment, the information processing device determines the optimal route for the hybrid vehicle based on information about each location and real-time traffic information. This optimal route is then used to cycle through multiple locations, minimizing fuel consumption while considering both low-speed driving using the electric motor and high-speed driving using the internal combustion engine. As a result, the fuel efficiency of the hybrid vehicle is improved.

[0029] In the following description, embodiments of the present disclosure will be described with reference to the accompanying drawings.

[0030] Example

[0031] System Configuration

[0032] Figure 1 This is a schematic diagram illustrating the configuration of a system including an information processing device 10 according to an embodiment of the present disclosure. Figure 1 In the system shown, the information processing device 10 is configured to communicate wirelessly with the vehicle 20 and external devices 50.

[0033] Vehicle 20 is a delivery vehicle used for services such as parcel delivery or vending machine product replenishment, which involve traveling around multiple predetermined delivery destinations (hereinafter referred to as "roaming locations"). In this embodiment, vehicle 20 is an automobile equipped with an electric motor and an internal combustion engine as power sources, and achieves efficient touring through the routes based on information provided from the information processing device 10.

[0034] Figure 2 The illustration shows an example with eight travel points a through h as travel points through which vehicle 20 travels, using bases such as service offices as departure and arrival points. Figure 2 In the diagram, the multiple lines connecting the patrol locations represent the paths that vehicle 20 can travel on. Lines indicated by straight lines represent urban roads, etc. (hereinafter referred to as "ordinary roads") on which vehicles travel at low speeds, and lines indicated by dashed lines represent highways, bypasses, etc. (hereinafter referred to as "highways") on which vehicles travel at high speeds.

[0035] External device 50 is a device capable of providing vehicle 20 with various information (traffic information) regarding the vehicle 20's travel path in real time, such as road congestion conditions and construction / traffic restrictions. Optionally, external device 50 can provide vehicle 20 with traffic information predicted based on past vehicle travel history.

[0036] The information processing device 10 is used to derive the optimal order of the tour locations of the vehicle 20, thereby forming a tour of multiple tour locations. The information processing device 10 is built into a server owned by, for example, a service provider or management company. The information processing device 10 includes an acquisition unit 110, a receiving unit 120, a determining unit 130, a sending unit 140, and a storage unit 150.

[0037] The acquisition unit 110 acquires information about the patrol locations (hereinafter referred to as "location information") from the storage unit 150. This location information will be described below. The receiving unit 120 receives real-time traffic information about the driving path of the vehicle 20 from the external device 50. Based on the location information acquired by the acquisition unit 110 and the traffic information received by the receiving unit 120, the determination unit 130 determines a patrol route indicating the optimal order of patrol locations for the vehicle 20, and forms a patrol of patrol locations through this patrol route. The method for determining the patrol route will be described below. The sending unit 140 sends the patrol route determined by the determination unit 130 to the vehicle 20. The storage unit 150 stores delivery destination data 151 and road / traffic environment data 152 as location information.

[0038] Delivery destination data 151 is data indicating information about the circuit locations that serve as delivery destinations. Figure 3 The diagram shows the corresponding Figure 2 The example shown is the delivery destination data 151 for the eight circuit locations a to h. Figure 3 The delivery destination data 151 shown stores the name and address of the delivery destination for each tour location. For example, this delivery destination data 151 is created by input via a terminal or smartphone of a service provider, management company, etc. Alternatively, when there are multiple vehicles 20 for the service, a single delivery destination data 151 shared by the multiple vehicles 20 can be stored, or multiple delivery destination data 151s corresponding to the multiple vehicles 20 can be stored separately.

[0039] Road / traffic environment data 152 is data that indicates information about the path between two patrol points that a vehicle can travel to in multiple patrol points. Figure 4 The diagram illustrates the relationship between... Figure 2 Examples of road / traffic environment data 152 corresponding to the eight tour locations a to h are shown. Figure 4The road / traffic environment data 152 shown stores road type, average speed, distance, etc., for the route between patrol points. Road type indication information is used for ordinary roads (…). Figure 2 Information on travel along the path between points on a straight connection (in the middle) or for use on highways ( Figure 2 Information on travel along the route (connected by dashed lines in the map). For example, "ce" between tour point c and tour point e indicates that the vehicle is capable of traveling on both ordinary roads and highways. Average speed is the average speed of vehicle 20 as it travels along the path between tour points, and is calculated based on path characteristics (road width, number of lanes, speed limits, etc.) and road type. Distance is the actual distance traveled along the path between tour points, and is calculated based on map data, etc. Road / traffic environment data 152 may include information about gradients and the number of traffic lights.

[0040] The acquisition unit 110 can acquire one or both of the delivery destination data 151 and the road / traffic environment data 152 from a configuration other than the information processing device 10 (instead of from the storage unit 150).

[0041] Information processing device 10 is typically configured as a computer with memory, processor, and interface. The processor of information processing device 10 performs various functions, for example, by reading and executing programs stored in non-transitory memory.

[0042] Information processing device processing

[0043] The following text will refer to further information. Figure 5 An example of the processing performed by the information processing apparatus 10 according to this embodiment is described. Figure 5 This is a flowchart illustrating an example of a route determination process performed by the information processing device 10. For example, the route determination process is performed before the commencement of a delivery service provided by the vehicle 20.

[0044] Step S501

[0045] The acquisition unit 110 acquires delivery destination data 151 and road / traffic environment data 152 as location information about the patrol location. When each piece of data is stored in the storage unit 150, the acquisition unit 110 retrieves it from the storage unit 150. When the data is not stored in the storage unit 150, the acquisition unit 110 can retrieve it from the data storage device or through manual input by the driver of the vehicle 20. When the acquisition unit 110 acquires the delivery destination data 151 and road / traffic environment data 152, the process proceeds to step S502.

[0046] Step S502

[0047] The receiving unit 120 receives real-time traffic information about the driving path of the vehicle 20 from the external device 50. Regardless of whether the acquiring unit 110 acquires the delivery destination data 151 and road / traffic environment data 152 in step S501, the receiving unit 120 can sequentially receive real-time traffic information from the external device 50. Therefore, the processing in step S501 and the processing in step S502 can be performed in reverse order. When the receiving unit 120 acquires the real-time traffic information, the processing proceeds to step S503.

[0048] Step S503

[0049] The determining unit 130 determines a loop path that indicates the optimal order of the loop locations for the vehicle 20 based on the location information acquired by the acquiring unit 110 and the traffic information received by the receiving unit 120, thereby forming a loop of the loop locations. A method for extracting all possible combinations of paths that can reach all loop locations without omission, and determining from all combinations the path that minimizes the fuel consumption of the vehicle 20 when a specific vehicle control is activated (the path that satisfies the first condition) (the so-called all possible combinations method) can be exemplified as a specific method for determining the loop path. Here, specific vehicle control refers to control that consumes fuel to generate electrical energy during high-speed driving when system efficiency (internal combustion engine efficiency) is high, and consumes the generated electrical energy by an electric motor during low-speed driving when system efficiency is low.

[0050] Figure 6 This is a diagram used to illustrate how to reduce the fuel consumption of vehicle 20 through specific vehicle controls. Figure 6 This is a simplified functional model of vehicle movement for easier understanding of the effects, where the vehicle first travels a distance d1 at a low speed, and then travels a distance d2 at a high speed. In this embodiment, in Figure 6 In the illustrated functional model, vehicle control is implemented such that when vehicle 20 travels at a low speed for a distance d1, the electric motor is used, and the amount of energy consumed to drive the electric motor is obtained by consuming fuel during the period when the vehicle uses the internal combustion engine to travel at a high speed for a distance d2. Similarly, in a functional model of vehicle travel where the vehicle first travels at a high speed for a distance d2 and then at a low speed for a distance d1, vehicle control is implemented such that the amount of energy expected to be consumed when vehicle 20 uses the electric motor at a low speed for a distance d1 is obtained in advance by consuming fuel during the period when vehicle 20 uses the internal combustion engine to travel at a high speed for a distance d2.

[0051] When the ratio of the driving time using the internal combustion engine to the driving time using the electric motor during low-speed driving (distance d1) without specific vehicle control in the related technology is set to k:(1-k), compared with the case in this embodiment where the electric motor is used for all low-speed driving (distance d1), the amount of energy consumed by the system can be reduced by the amount of energy E obtained by the following formula [1]. The variables in the following formula [1] are Ce1, the amount of fuel energy consumed by the internal combustion engine per unit driving distance during low-speed driving, Ce2, the amount of fuel energy consumed by the internal combustion engine per unit driving distance during high-speed driving, and Cm, the amount of electric energy consumed by the electric motor per unit driving distance during low-speed driving.

[0052] E = {Energy consumption of related technologies} - {Energy consumption of this control}

[0053] ={(Ce2×d2)+(Ce1×d1×k)+(Cm×d1×(1-k))}

[0054] -{(Ce2×d2)+(Cm×d1)}

[0055] =(Ce1-Cm)×d1×k[1]

[0056] The determination unit 130 applies specific vehicle control to all combined paths to calculate the amount of fuel energy consumption and the amount of electrical energy consumption. Then, based on the calculation results, it determines the path that minimizes the total fuel consumption of vehicle 20 as the loop path of vehicle 20. When the loop path is determined, the process proceeds to step S504.

[0057] Step S504

[0058] The sending unit 140 sends the circuit path determined by the determining unit 130 to the vehicle 20. For example, sending the circuit path to the vehicle 20 is based on the assumption that the circuit path is automatically set by a device installed on the vehicle 20. However, when the driver or others manually set the circuit path of the vehicle 20, the circuit path can be sent to the driver's smartphone or the like. When the circuit path is sent, the circuit path determination process ends.

[0059] Through the processing of the information processing device 10, a suitable travel route for improving the fuel efficiency of the hybrid vehicle can be determined without having to read the vehicle's travel route in advance from past driving history, navigation information, etc.

[0060] Figure 7 It is a diagram illustrating the circulation path determined by the determining unit 130. Figure 7The example illustration depicts such a tour route, in which a vehicle completes a tour in the order of base → tour point a → tour point b → tour point c → tour point e → tour point f → tour point h → tour point g → tour point d → base, and the vehicle travels on highways between tour points ce, between tour points hg, and between tour point d and base, and on ordinary roads between other tour points.

[0061] In this embodiment, an example is shown where one vehicle 20 completes a tour of all locations a to h. However, for example, when two or more vehicles 20 cooperate to tour locations a to h, the tour routes of each vehicle 20 can be appropriately determined to minimize the total fuel consumption of each vehicle 20. As an example, it is conceivable to allocate tour locations such that all vehicles 20 can travel on ordinary roads and highways.

[0062] The route determined by the information processing device 10 is used in the vehicle 20 that sends the message to its destination. The following will refer to... Figure 8 The accompanying drawings illustrate an example of the method of using a revolving path in vehicle 20.

[0063] Vehicle Configuration

[0064] Figure 8 This is a diagram illustrating an example of functional blocks of a vehicle 20 according to an embodiment of the present disclosure. Figure 8 As shown, vehicle 20 is equipped with a driving control unit 210, an internal combustion engine ECU 220, an internal combustion engine 221, a transmission 222, an electric motor ECU 230, an electric motor 231, a battery ECU 240, a battery 241, an EPS ECU 250, an EPS device 251, a braking ECU 260, a braking device 261, a driving control ECU 270, a driving support ECU 280, an automatic driving ECU 290, a management ECU 300, a storage unit 310, and a communication unit 320. All configurations are communicatively connected via an in-vehicle network 400, such as a controller area network (CAN) or Ethernet (registered trademark).

[0065] In addition to the configuration, vehicle 20 may be equipped with various sensors, such as accelerator pedal sensor, brake pedal sensor, camera or obstacle sensor, vehicle speed sensor, yaw rate sensor and GPS sensor, as well as various devices such as navigation systems, but their illustrations are omitted in this disclosure.

[0066] The internal combustion engine 221 and the electric motor 231 are actuators (ACTs) that serve as the power source for driving the vehicle 20. The electric motor 231 is also a generator that produces electricity, and a braking device that generates braking force through regenerative braking when the vehicle 20 decelerates or travels downhill.

[0067] The internal combustion engine ECU 220 is an electronic control unit (ECU) that controls the internal combustion engine 221 and the transmission 222. The transmission 222 changes the speed between the input and output to generate driving torque and braking torque through engine braking.

[0068] The electric motor ECU 230 is an electronic control unit that controls the electric motor 231 to generate driving torque and braking torque through regenerative braking.

[0069] Battery 241 is a rechargeable secondary battery (lithium-ion battery, nickel-metal hydride battery, lead-acid battery, etc.). Battery 241 can supply power to electric motor 231 and other devices by discharging, and can be charged using power obtained through regenerative braking of electric motor 231 (recovered energy) or power obtained through operation of internal combustion engine 221 (generated energy). Battery ECU 240 is an electronic control unit that controls the charging and discharging of battery 241.

[0070] The electric power steering (EPS) device 251 is an actuator that performs steering to change the driving direction of the vehicle 20 by changing the steering angle of the wheels. The EPS ECU 250 is an electronic control unit that controls the EPS device 251.

[0071] The braking device (foot brake) 261 is an actuator that generates braking force by applying friction to a component that rotates with the wheel. The brake ECU 260 is an electronic control unit that controls the braking device 261.

[0072] The driving control ECU 270 is an electronic control unit that controls the internal combustion engine ECU 220 and the electric motor ECU 230 according to the driving mode, which will be described below.

[0073] The driving support ECU 280 is an electronic control unit that performs various functions to assist the driving of the vehicle 20, such as collision avoidance system (PCS), adaptive cruise control (ACC), lane keeping assist (LKA), and lane departure warning (LDW). Based on information obtained from various sensors, the driving support ECU 280 outputs commands (such as acceleration / deceleration and steering angle) to control the movement of the vehicle 20. The functions and number of driving support ECUs 280 are unlimited.

[0074] The autonomous driving ECU 290 is an electronic control unit that performs autonomous driving functions. The autonomous driving ECU 290 outputs commands (such as acceleration / deceleration and steering angle) to control the movement of the vehicle 20, so as to perform autonomous driving functions based on information obtained from various sensors of the vehicle 20.

[0075] The management ECU 300 is an electronic control unit that issues commands to the EPS ECU 250, braking ECU 260, driving control ECU 270, etc. (hereinafter, these ECUs are collectively referred to as "actuator ECUs") based on instructions from the driving support ECU 280, autonomous driving ECU 290, etc. For example, the management ECU 300 issues an acceleration command to the driving control ECU 270, a steering command to the EPS ECU 250, and a deceleration command to the driving control ECU 270 and braking ECU 260.

[0076] When commands are received from multiple driving support ECUs 280, the management ECU 300 performs a process called "mediation" to determine which command to use to control the vehicle 20 based on predetermined rules, and issues commands to the actuator ECU based on the mediation result. Driving operations manually performed by the driver, such as those on the steering wheel, brake pedal, accelerator pedal, etc., can be acquired by the management ECU 300 and subject to its mediation process, or they can be acquired by the actuator ECU, which can then mediate both the driver's manual driving operations and the commands from the management ECU 300.

[0077] Storage unit 310 stores the driving history of vehicle 20. One aspect of the driving history is the past driving history of vehicle 20, which is information on the driving power generated by the power sources (internal combustion engine 221 and electric motor 231) at various points in time during the driving of vehicle 20. The driving power consists of the driving power of internal combustion engine 221, the driving power of electric motor 231, and the absorbed power of electric motor 231. Furthermore, the driving history also includes information on the speed (vehicle speed) of vehicle 20 at various points in time during past driving of vehicle 20. When the power system (not shown) of vehicle 20 is on, for example, the driving history can be generated by periodically storing the driving power and speed of vehicle 20, derived and acquired from various sensors equipped in vehicle 20, in storage unit 310. Storage unit 310 can be provided, for example, as part of a navigation system (not shown) installed in vehicle 20.

[0078] The communication unit 320 is capable of wireless communication with the information processing device 10, the external device 50, as well as servers and other vehicles (not shown) outside the vehicle, and can receive non-driver driving history based on the driving results of other vehicles.

[0079] The driving control device 210 is an electronic control unit (ECU) that controls the driving of the vehicle 20. The driving control device 210 includes an acquisition unit 211, an estimation unit 212, a setting unit 213, a control unit 214, and an output unit 215.

[0080] Acquisition unit 211 acquires information about the travel path of vehicle 20 received from information processing device 10, as well as the target charge rate of battery 241 when the vehicle travels along the travel path and returns to base. Estimation unit 212 estimates the expected power generation based on the information acquired by acquisition unit 211, which is the energy that can be generated in vehicle 20. Setting unit 213 sets the driving range for electric motor 231 and the driving range for internal combustion engine 221 based on the expected amount of generated energy estimated by estimation unit 212 and the target charge rate. Control unit 214 controls the driving of vehicle 20 based on the range set by setting unit 213. Derivation unit 215 derives the deviation between driving power based on driving history and driving power based on actual driving.

[0081] The individual ECUs of vehicle 20 typically consist of a computer with memory, a processor, and an interface. For example, the processor of each ECU performs its respective function by reading and executing programs stored in non-transitory memory. ECUs are interconnected via communication lines and can cooperate in operation by communicating with each other appropriately.

[0082] The configuration of the devices installed on vehicle 20 and the configuration of driving control device 210 described above are merely examples and may be added, replaced, changed, or omitted as appropriate. Furthermore, the functions of each device can be implemented by appropriately integrating them into one device or distributing them across multiple devices.

[0083] For example, the driving control unit 210 can be configured as a separate ECU, or it can be configured as part of the management ECU 300 or the driving control ECU 270. Furthermore, the functions of the driving control unit 210 can be distributed among the management ECU 300, the driving control ECU 270, etc.

[0084] Furthermore, for example, the driving control unit 210, driving control ECU 270, driving support ECU 280, autonomous driving ECU 290, and management ECU 300 can be configured as a single ECU. Additionally, for example, the autonomous driving ECU 290 does not necessarily need to be located in the vehicle 20.

[0085] Control and processing of driving control device

[0086] The following text will refer to further information. Figure 9A , 9B Examples of control and processing performed by the driving control device 210 according to this embodiment are described in detail in sections 10A, 10B and 11.

[0087] Figure 9A and 9B This is a flowchart illustrating an example of driving control performed by the driving control device 210. Figure 9A processing and Figure 9B The processing is connected by connectors V, W, X, and Y. For example, when the driver or others turn on the power system of vehicle 20 and start the journey, driving control is initiated and executed until the journey ends when the power system of vehicle 20 is turned off.

[0088] Step S901

[0089] When the driving mode control based on the driving scenario has not yet started, the control unit 214 determines whether it is the initial setting time. If it is the initial setting time (S901, Yes), the process proceeds to step S902, and if it is not the initial setting time (S901, No), the process proceeds to step S913.

[0090] Step S902

[0091] The acquisition unit 211 acquires the tour route of the vehicle 20. The tour route of the vehicle 20 is provided by the information processing device 10. The acquisition unit 211 can acquire the tour route by manual input from the driver of the vehicle 20 or the like, or by automatic input from a navigation system installed on the vehicle 20, or by remote operation from the information processing device 10. After acquiring the tour route, the process proceeds to step S903.

[0092] Step S903

[0093] The acquisition unit 211 acquires the driving power curve. The driving power curve is power information that shows, in chronological order, the expected changes in driving power generated by the power sources (internal combustion engine 221 and electric motor 231) at various time points during the driving process as the vehicle 20 departs from the base, travels on the patrol route, and returns to the base. Figure 12 An example of a driving power curve is illustrated. Figure 12 In the diagram, the horizontal axis represents the time elapsed since the start of driving, and the vertical axis represents the driving power. The driving power curve acquired by the acquisition unit 211 is generated (or extracted) based on information stored, for example, in the storage unit 310 (i.e., past driving history on the same path as the loop path or on each path forming the loop path).

[0094] A simple generation example is described. For instance, when a vehicle travels on a loop path within substantially the same time period, it is conceivable that multiple past driving histories corresponding to the loop path will have substantially the same pattern of variation in the driving power generated in the power source. In this case, a driving power curve can be generated based on any one of the past histories. Furthermore, when attributes such as day of the week and driving time period are added to the driving history, the driving power curve can be generated based on a driving history with a large number of attributes that match the current driving.

[0095] When multiple driving histories exist as candidates for a driving power curve, for example, any one of them can be used as the driving power curve, or the driving power curve obtained by averaging the driving histories can be used as the driving power curve. Furthermore, when the driving history contains vehicle information (vehicle speed, etc.) other than power information indicating changes in driving power generated in the power supply during driving in a time series, the driving power curve can be generated based on the vehicle information. The method for generating the driving power curve is not limited, and these methods can be appropriately combined. After obtaining the driving power curve, the process proceeds to step S904.

[0096] Step S904

[0097] The acquisition unit 211 acquires the speed curve. The speed curve shows, in chronological order, the expected speed of vehicle 20 at various points in time during its journey as vehicle 20 departs from the base, travels along the patrol route, and returns to the base. Figure 14 An example of a velocity curve is illustrated. Figure 14 In the diagram, the horizontal axis represents the elapsed time since the start of the journey, and the vertical axis represents the vehicle's speed.

[0098] The speed curve acquired by acquisition unit 211 is generated (or extracted) based on information stored in storage unit 310, such as past driving history on the same path as the loop path or on various paths forming the loop path. In a simple example, when the driver's (vehicle 20) driving pattern is only a pattern of driving on the same loop path during the same time period on a weekday, the speed change patterns over time included in the driving history are considered to be roughly the same. In this case, acquisition unit 211 can create a speed curve based on any past driving history. Furthermore, storage unit 310 can classify and store attributes such as day of the week and driving time period associated with driving history, and acquisition unit 211 can create a speed curve based on driving history with a large number of matching attributes such as the current day of the week and driving time period. After acquiring the speed curve, the process proceeds to step S905.

[0099] Step S905

[0100] Estimation unit 212 estimates the regenerative energy E_est, which is the electrical energy obtained by the vehicle 20 through regenerative braking of motor 231 during its journey from the base, along the patrol route, and back to the base. This regenerative energy E_est is estimated based on the driving power curve. Specifically, the time period in the driving power curve where the driving power is negative (less than zero) is the time period during which regenerative energy can be recovered (the recovery period), and the time integral value of the driving power during the recovery period (i.e.,...) is the estimated energy. Figure 13The area of ​​the shaded region is calculated as the estimated regenerated energy E_est. When estimating the regenerated energy E_est, the estimate can be corrected to account for increases in vehicle weight due to loaded cargo, adverse weather conditions, and other variable factors. After estimating the regenerated energy E_est, the process proceeds to step S906.

[0101] Due to limitations on the storage capacity of storage unit 310, it is conceivable that the driving power curve stored in storage unit 310 as past driving history is not actual data, but approximate data. In this case, in order to improve the estimation accuracy of regenerative energy E_est, the integral value of negative driving power can be stored as driving history separate from the driving power curve.

[0102] Step S906

[0103] Estimation unit 212 estimates the generated energy E_gen, which is the electrical energy obtained by the vehicle 20 during high-speed travel at high speeds while traveling on the loop path from the base to the base and back. The generated energy E_gen is estimated based on a speed curve. Specifically, in the speed curve, the period of high-speed travel where the vehicle 20's speed exceeds a predetermined speed (e.g., 100 km / h) is the period during which the internal combustion engine 221 is expected to be highly efficient (the power generation period), and during the power generation period (i.e., by…)… Figure 15 The amount of electricity that can be generated (during the period indicated by the shaded line in the diagram) is calculated as the estimated generated energy E_gen. When estimating the generated energy E_gen, the estimate can be corrected to account for increases in vehicle weight due to factors such as cargo loading, inclement weather, and other variable factors. After estimating the generated energy E_gen, the process proceeds to step S907.

[0104] Step S907

[0105] The setting unit 213 is initialized by setting the requested power generation energy E_req to zero "0". Requested power generation energy E_req is a variable indicating how much electrical energy (electric force) should be obtained through forced power generation when the vehicle 20 is traveling at high speed. Requested power generation energy E_req is determined in the process of generating the driving scenario, which will be described below. After the requested power generation energy E_req is initialized to zero, the process proceeds to step S908.

[0106] Step S908

[0107] The acquisition unit 211 acquires the target battery charge rate SOC_tgt. The target battery charge rate SOC_tgt is the target charge rate (SOC) of the battery 241 when the vehicle 20 returns to its base. The target battery charge rate SOC_tgt can be the charge rate of the battery 241 desired by the driver of the vehicle 20 or the system. The acquisition unit 211 can acquire the target battery charge rate SOC_tgt through manual input by the driver of the vehicle 20 or other personnel, or through automatic input via remote operation from a navigation system installed on the vehicle 20 or from a control center outside the vehicle.

[0108] For example, since battery 241 can be charged by the base's charging facilities, it is conceivable to set the target charge rate SOC_tgt to a value lower than the standard value. Furthermore, when the vehicle is scheduled to depart immediately after returning to the base for the next delivery, it is conceivable to set the target charge rate SOC_tgt to a value higher than the standard value. When the target charge rate SOC_tgt is obtained, the process proceeds to step S909.

[0109] Step S909

[0110] The acquisition unit 211 acquires the initial charge rate SOC_stt. The initial charge rate SOC_stt is the charge rate of the battery 241 when the driving scenario is generated. When it is determined in step S901 that it is the initial set time, the initial charge rate SOC_stt is the charge rate of the battery 241 at the start of driving when the driving scenario is generated for the first time. On the other hand, when it is determined in step S901 that it is not the initial set time, the initial charge rate SOC_stt is the charge rate of the battery 241 during the middle of driving (intermediate point) when the driving scenario is generated again. The acquisition unit 211 can acquire the initial charge rate SOC_stt of the battery 241 from the battery ECU 240, etc. After acquiring the initial charge rate SOC_stt, the process proceeds to step S910.

[0111] Step S910

[0112] The setting unit 213 performs processing for generating driving scenarios (driving scenario generation processing). A driving scenario is information with thresholds set sequentially over time, which are used to divide the vehicle 20's travel path into sections where the vehicle 20 uses only the electric motor 231 (hereinafter referred to as the "first section") and sections where the vehicle 20 uses at least the internal combustion engine 221 (hereinafter referred to as the "second section"). The driving scenario generation processing will be described below. After the driving scenario is generated, the processing proceeds to step S911.

[0113] Step S911

[0114] The control unit 214 reads the driving scenario generated by the driving scenario generation process. After reading the driving scenario, the processing proceeds to step S912.

[0115] Step S912

[0116] Control unit 214 controls the driving mode of vehicle 20 based on driving scenarios. More specifically, control unit 214 defines a first interval where the driving power is equal to or less than a threshold of the driving scenario, and a second interval where the driving power exceeds the threshold of the driving scenario. In the first interval, control unit 214 selects an "electric motor mode" that drives only the electric motor 231 as the driving mode and notifies the driving control ECU 270. In response to this notification, the driving control ECU 270 causes the electric motor ECU 230 to control the driving via the electric motor 231. Furthermore, in the second interval, control unit 214 selects, for example, an "internal combustion engine mode" that drives only the internal combustion engine 221 as the driving mode and notifies the driving control ECU 270. In response to this notification, the driving control ECU 270 causes the internal combustion engine ECU 220 to control the driving via the internal combustion engine 221.

[0117] In electric motor mode, regenerative braking is performed by electric motor 231, and the kinetic energy of vehicle 20 is recovered as electricity. When the driver presses the brake pedal hard, or when the driver support ECU 280 issues a high-priority rapid deceleration command to avoid a collision, and requests a certain degree of deceleration, the management ECU 300 and braking ECU 260 control the braking device 261 to generate braking force in order to produce sufficient braking force.

[0118] In this embodiment, an example is described where the driving scenario sets the second zone's driving mode to an internal combustion engine mode, in which only the internal combustion engine 221 is driven for driving. However, in hybrid driving, since the battery 241's charge rate is controlled to be almost constant, a "hybrid mode" that at least drives the internal combustion engine 221 for driving can also be selected as the second zone's driving mode, instead of the internal combustion engine mode.

[0119] Step S913

[0120] The export unit 215 exports the absolute value of the difference between the integral power values ​​from the base (t=0) to the current location (t=T), E_d(t). The absolute value of the difference between the integral power values, E_d(t), is the absolute value of the difference between the integral value ΣP_present(t) indicating the magnitude of the driving power obtained by the actual driving of the vehicle 20 and the integral value ΣP_past(t) indicating the magnitude of the driving power calculated based on the driving power curve, as shown in the following formula [2]. For example, the absolute value of the difference between the integral power values, E_d(t), is exported at regular intervals after the vehicle 20 departs from the base. After exporting the absolute value of the difference between the integral power values, E_d(t), the process proceeds to step S914.

[0121] E_d(t)=|ΣP_past(t)-ΣP_present(t)|[2]

[0122] Step S914

[0123] Control unit 214 determines whether the absolute value of the difference between the integral power values ​​derived by output unit 215, E_d(t), exceeds a reference value C. This determination is made to reconsider whether the driving scenario needs to be corrected. Therefore, the reference value C is set, for example, to an appropriate predetermined value at which, when the change in driving power based on the driving scenario generated at the base deviates significantly from the driving power curve set based on past driving history, it can be determined that the driving scenario needs to be regenerated. When the absolute value of the difference between the integral power values, E_d(t), exceeds the reference value C (E_d(t) > C) (S914, Yes), the process proceeds to step S909 to regenerate the driving scenario. On the other hand, when the absolute value of the difference between the integral power values, E_d(t), does not exceed the reference value C (E_d(t) < C) (S914, No), the process proceeds to step S912 to continue driving mode control according to the current driving scenario.

[0124] Step S915

[0125] The control unit 214 determines whether the charge storage rate of the battery 241 has reached an upper limit. For example, the upper limit could be the charge storage rate at which the battery 241 can be overcharged. When the charge storage rate of the battery 241 has reached the upper limit (S915, Yes), the process proceeds to step S920. On the other hand, if the charge storage rate of the battery 241 has not reached the upper limit (S915, No), the process proceeds to step S916.

[0126] Step S916

[0127] Control unit 214 determines whether vehicle 20 is traveling within a power generation range and whether the power generation request flag XF is set to "1". It then determines whether the state of vehicle 20 meets the conditions for forced power generation. The power generation range refers to an area where vehicle 20 travels at high speed (e.g., 100 km / h or higher), where the internal combustion engine 221 can be used efficiently, and where power generation is efficient in internal combustion engine mode. The power generation request flag XF is a flag indicating whether it is necessary to intentionally (forcefully) increase power generation during the time period from vehicle 20's departure from the base, its travel route, and its return to the base. The power generation request flag XF is set to "1" or "0" as needed in the process of generating the driving scenario, which will be described below. When vehicle 20 is within a power generation range and the power generation request flag XF is set to 1 (S916, Yes), the process proceeds to step S917. On the other hand, when vehicle 20 is not within a power generation range or the power generation request flag XF is not 1 (S916, No), the process proceeds to step S918.

[0128] Step S917

[0129] Control unit 214 uses electric motor 231 and other generators (not shown) to generate electricity to obtain the requested power generation energy E_req determined in the process of generating the driving scenario described below. When power generation for obtaining the requested power generation energy E_req is performed, the process proceeds to step S920.

[0130] Step S918

[0131] Control unit 214 determines whether vehicle 20 is traveling within a power generation restriction zone. A power generation restriction zone is an area where a significant amount of electrical energy can be expected to be recovered after vehicle 20 travels within that zone. An example of a power generation restriction zone is a predetermined section before an exit interchange on a highway, where it is expected that regenerative energy will be generated through deceleration. When the area where the vehicle is traveling is a power generation restriction zone (S918, Yes), the process proceeds to step S919. On the other hand, when the area where the vehicle is traveling is not a power generation restriction zone (S918, No), the process proceeds to step S920.

[0132] Step S919

[0133] Control unit 214 performs power generation without considering regeneration (power generation) after vehicle 20 has traveled through the power generation restriction zone. Normally, in a power generation restriction zone, in order to effectively recover electrical energy that can be expected to be obtained after vehicle 20 has traveled in that zone, power generation is reduced while the vehicle is traveling in that zone, and the battery 241's charge storage rate is pre-lowered. In this embodiment, the normally reduced power generation during travel in the power generation restriction zone is not reduced. As a result, in addition to effectively recovering electrical energy that can be expected to be obtained after traveling in the power generation restriction zone, highly efficient electrical energy can be generated by generating electricity while traveling in the power generation restriction zone. When power generation is performed without considering regeneration after traveling in the power generation restriction zone, the process proceeds to step S920.

[0134] Step S920

[0135] Control unit 214 determines whether vehicle 20 has returned to base. If vehicle 20 has returned to base (S920, Yes), the process proceeds to step S901 to generate a driving scenario for the next loop route. On the other hand, if vehicle 20 has not yet returned to base (S920, No), the process proceeds to step S913 to reconsider whether the current driving scenario needs to be modified.

[0136] Furthermore, in the driving control processing, the driving power curve (obtained in step S903) and speed curve (obtained in step S904) can be obtained by retrieving them from a database pre-stored in the storage unit 150 of the information processing device 10. Optionally, the information processing device 10 can generate the driving power curve and speed curve, and provide the respective curves generated by the information processing device 10 to the driving control device 210. In addition, in order to reduce the computational load on the vehicle 20 (driving control device 210) side, the information processing device 10 can perform some driving control processing (e.g., steps S902 to S909).

[0137] Reference Figure 10A and 10B describe Figure 9A The driving scene generation process shown in step S910. Figure 10A and 10B This is a flowchart illustrating an example of driving scenario generation processing performed by the driving control device 210. Figure 10A Processing and Figure 10B The processing in the code is connected by the connectors M and N.

[0138] Step S1001

[0139] The setting unit 213 is initialized by setting the power generation request flag XF to "0". When the power generation request flag XF is set to "0", the process proceeds to step S1002.

[0140] Step S1002

[0141] The setting unit 213 derives the target energy consumption E_tgt. The target energy consumption E_tgt is the electrical energy consumed by the vehicle 20 when it returns to the base in order to make the battery 241 reach the target energy storage rate SOC_tgt. Based on the estimated regeneration energy E_est, the estimated generation energy E_gen, the requested generation energy E_req, the initial energy storage rate SOC_stt, and the full charge capacity C_f of the battery 241, the target energy consumption E_tgt is derived using the following formula [3]. After deriving the target energy consumption E_tgt, the process proceeds to step S1003.

[0142] E_tgt=E_est+E_gen+E_req

[0143] +(SOC_stt-SOC_tgt)×C_f[3]

[0144] Step S1003

[0145] The setting unit 213 applies a threshold P_swt to the driving power curve to estimate the expected change in the battery 241's charge level SOC_clc until the vehicle 20 returns from its current location to its base. The threshold P_swt is a driving power value that provides timing for switching between a first interval where only the electric motor 231 is used for vehicle driving and a second interval where at least the internal combustion engine 221 is used for vehicle driving. The threshold P_swt can take values ​​from zero to the maximum power that the vehicle 20 can output. The threshold P_swt is preset as an initial value for the first interval being a low driving power region where the internal combustion engine 221 has poor efficiency, and this initial value is appropriately modified according to the processing content. The current location will be the base from which the vehicle 20 departs during the driving scenario generation processing performed during the initial setting period. When the change in the battery 241's charge level SOC_clc is estimated, the processing proceeds to step S1004.

[0146] Figure 16 and Figure 17 The illustration shows an example of the change in the battery's charge rate SOC_clc based on the driving power estimate. Figure 16 The example illustrates the change in the battery's charge rate SOC_clc when there is no return to base and the target charge rate SOC_tgt is not reached. Figure 17 The example illustrates the change in the battery capacity SOC_clc of battery 241 when the target capacity SOC_tgt for returning to base is present.

[0147] like Figure 16 and Figure 17As shown, in the driving power curve, in the first interval (the unshaded or shaded time period in the figure) where the driving power is equal to or greater than zero and equal to or less than a threshold, the power operation control of the motor 231 consumes electricity, causing the battery 241's SOC_clc to decrease. On the other hand, in the first interval where the driving power is less than zero (the shaded time period in the figure), the motor 231 performs regenerative braking, charging the battery 241 and increasing its SOC_clc. Furthermore, in the second interval (the shaded time period in the figure) where the driving power exceeds the threshold in the driving power curve, the motor 231, in principle, does not consume electricity, allowing the battery 241's SOC_clc to remain constant. However, during high-speed driving, the battery 241's SOC_clc is increased through forced charging.

[0148] Step S1004

[0149] The setting unit 213 determines whether there exists an intermediate point where, in the estimated change of the battery 241's charge rate SOC_clc from the current location to the base, the charge rate SOC_clc reaches an upper or lower limit value permissible by the battery 241. The permissible upper limit value of the battery 241 is, for example, the charge rate that leads to an overcharge state, and the permissible lower limit value of the battery 241 is, for example, the charge rate that leads to an over-discharge state. When there is an intermediate point where the charge rate SOC_clc reaches the upper or lower limit value permissible (S1004, Yes), the process proceeds to step S1005. On the other hand, when there is no intermediate point where the charge rate SOC_clc reaches the upper or lower limit value permissible (S1004, No), the process proceeds to step S1006.

[0150] Step S1005

[0151] Setting unit 213 determines the current threshold P_swt as the normal threshold applied from the undetermined threshold location to the intermediate location. The undetermined threshold location in this step is the current location when the current intermediate location is the intermediate location where the battery capacity SOC_clc first reaches the allowable upper or lower limit value of battery 241. However, when the battery capacity SOC_clc reaches the allowable upper or lower limit value of battery 241 more than twice, the undetermined threshold location is the previous intermediate location. There is no limit to the number of intermediate locations. After determining the threshold from the undetermined location to the intermediate location, the process proceeds to step S1006.

[0152] Step S1006

[0153] Setting unit 213 calculates an estimate of the electric motor driving energy E_mg consumed by electric motor 231 until vehicle 20 returns from its current location to base, based on the estimated charge rate SOC_clc of battery 241. The electric motor driving energy E_mg is calculated based on the integral value of the driving power in the first interval where the driving power is equal to or greater than zero in the driving power curve with the current threshold P_swt applied. When a threshold determined in step S1005 exists, the current threshold P_swt and the determined threshold are applied to the corresponding time period to calculate the electric motor driving energy E_mg. After calculating the electric motor driving energy E_mg, the process proceeds to step S1007.

[0154] Step S1007

[0155] Setting unit 213 determines whether the motor driving energy E_mg is equal to the target energy consumption E_tgt (E_mg = E_tgt). It determines whether the target energy consumption E_tgt can be consumed in the exact amount under the current threshold P_swt. When the motor driving energy E_mg is equal to the target energy consumption E_tgt (S1007, Yes), the process proceeds to step S1009. On the other hand, when the motor driving energy E_mg is not equal to the target energy consumption E_tgt (S1007, No), the process proceeds to step S1008.

[0156] Step S1008

[0157] Setting unit 213 performs a process to modify the current threshold P_swt (threshold modification process). The threshold modification process will be described below. After the threshold P_swt is modified, the process proceeds to step S1003.

[0158] Step S1009

[0159] The setting unit 213 determines whether the current threshold P_swt exceeds the predetermined driving power value C_p. The value C_p is the driving power of the internal combustion engine 221's efficiency difference, and indicates that if the value C_p is not exceeded, it is necessary to intentionally increase the power generation. When the threshold P_swt exceeds the value C_p (S1009, Yes), the process proceeds to step S1012. On the other hand, when the threshold P_swt does not exceed the value C_p (S1009, No), the process proceeds to step S1010.

[0160] Step S1010

[0161] The setting unit 213 sets the power generation request flag XF to "1". When the power generation request flag XF is set to "1", the process proceeds to step S1011.

[0162] Step S1011

[0163] Setting unit 213 increases the requested power generation energy E_req. More specifically, setting unit 213 increases the requested power generation energy E_req by adding a small amount of energy ΔE to the previous requested power generation energy E_req (E_req←E_req+ΔE). The small amount of energy ΔE can be arbitrarily set based on the required speed and resolution of this process. When the requested power generation energy E_req increases, the process proceeds to step S1002.

[0164] Step S1012

[0165] Setting unit 213 determines the current threshold P_swt as the normal threshold from the undetermined threshold location to the base application. The undetermined threshold location in this step is the current location where the battery capacity SOC_clc changes without ever reaching the upper or lower allowable limit of the battery 241. On the other hand, when the battery capacity SOC_clc reaches the upper or lower allowable limit of the battery 241 at least once, the undetermined threshold location is an intermediate location where the upper or lower allowable limit is eventually reached. After determining the threshold from the undetermined location to the base, the process proceeds to step S1013.

[0166] Step S1013

[0167] The setting unit 213 generates data in which one or more thresholds determined in steps S1005 and S1012 are concatenated in a time series, and then the generated data is saved as a driving scenario for the vehicle 20 as it departs from the base, travels along the patrol path, and returns to the base. When the driving scenario is saved, the driving scenario generation process ends.

[0168] Reference Figure 11 To describe Figure 10A The threshold modification process shown in step S1008. Figure 11 This is a flowchart illustrating an example of threshold modification processing performed by the driving control device 210.

[0169] Step S1101

[0170] Setting unit 213 determines whether the motor driving energy E_mg is greater than the target energy consumption E_tgt (E_mg > E_tgt). This determines how to modify the threshold P_swt. When the motor driving energy E_mg is greater than the target energy consumption E_tgt (S1101, Yes), the process proceeds to step S1102. On the other hand, when the motor driving energy E_mg is not greater than the target energy consumption E_tgt (S1101, No), the process proceeds to step S1103.

[0171] Step S1102

[0172] Setting unit 213 reduces the threshold P_swt because there is still a power shortage even when the estimated regenerative energy E_est is completely consumed. Specifically, setting unit 213 changes the current threshold P_swt to a value that reduces the power ΔP by a small amount (P_swt←P_swt-ΔP). The small power ΔP can be arbitrarily set based on the power supply performance, the difference between the motor running energy E_mg and the target consumed energy E_tgt. In addition, as a method for reducing the threshold P_swt in step S1102, besides reducing the threshold P_swt by a fixed power amount ΔP, the method of setting the intermediate value between the current threshold P_swt and the lower limit threshold P_swt_min, which is the minimum settable threshold, as the modified threshold (P_swt←(P_swt+P_swt_min) / 2) (i.e., binary search method) can also be used. When the threshold P_swt decreases, the threshold modification process ends.

[0173] Step S1103

[0174] Setting unit 213 increases the threshold P_swt because the estimated regenerative energy E_est cannot be completely consumed. Specifically, setting unit 213 changes the current threshold P_swt to a value that increases by a small amount of power ΔP (P_swt ← P_swt + ΔP). The small amount of power ΔP can be arbitrarily set based on the power supply performance, the difference between the motor running energy E_mg and the target consumed energy E_tgt. In addition, as a method for increasing the threshold P_swt in step S1103, besides increasing the threshold P_swt by a fixed amount of power ΔP, the method of setting the intermediate value between the current threshold P_swt and the upper limit threshold P_swt_max as the modified threshold (P_swt ← (P_swt + P_swt_max) / 2) (binary search method) can also be used. When the threshold P_swt increases, the threshold modification process ends.

[0175] When generating a driving scenario, based on the acquired driving power curve, speed curve, and initial battery capacity SOC_stt, it may be impossible to achieve the full estimated consumption of regenerative energy E_est and the acquisition of the target battery capacity SOC_tgt when vehicle 20 returns to base. In this case, the driving scenario can be generated by prioritizing the consumption of the full estimated regenerative energy E_est or the acquisition of the target battery capacity SOC_tgt when vehicle 20 returns to base. Alternatively, the driving scenario can be generated by prioritizing the fact that the battery capacity SOC_clc has not reached the upper or lower allowable limit.

[0176] Through the processing in vehicle 20 described above, a driving scenario can be generated, in which the changes in power consumption, the amount of recovered regenerative energy E_est, and the efficiently generated energy E_gen during a single trip of vehicle 20 from the base, traveling on the loop path, and returning to the base are estimated. Based on these estimates, fuel efficiency can be improved, while aiming to achieve the effective consumption of the target energy E_tgt (including the consumption of all estimated regenerative energy E_est) and the acquisition of the target energy storage rate SOC_tgt when vehicle 20 returns to the base. Furthermore, when the deviation between the estimated values ​​and the values ​​obtained through actual driving increases, the driving scenario is corrected to ensure optimal driving control is always achieved.

[0177] Operation and Effect

[0178] As described above, using the information processing apparatus according to this embodiment, by using delivery destination data indicating multiple loop locations as delivery destinations and road / traffic environment data indicating the path between two of the multiple loop locations that the vehicle can travel to, while taking into account real-time traffic information regarding the vehicle's travel path, a loop path indicating the optimal order of the multiple loop locations for the vehicle is determined, and a loop of multiple loop locations is formed by this loop path. In this case, the information processing apparatus determines the loop path that minimizes the vehicle's fuel consumption based on the difference in energy consumed during low-speed driving using an electric motor and high-speed driving using an internal combustion engine. Through this processing, a loop path suitable for improving the fuel efficiency of hybrid vehicles can be determined.

[0179] Furthermore, using the driving control device according to this embodiment, the amount of regenerated energy recovered is quantitatively estimated in the early stages by using a driving power curve, which sequentially shows the expected change in driving power generated in the power source during the vehicle's travel on the loop path determined by the information processing device. Additionally, by using a speed curve that sequentially shows the expected vehicle speed during the travel on the loop path, the generated energy obtainable through efficient power generation during high-speed driving is estimated. Therefore, by utilizing the estimation results, appropriate vehicle driving control can be performed considering the target battery storage rate.

[0180] Then, the driving control unit controls the vehicle to operate via the electric motor under conditions of lower engine efficiency, while simultaneously driving the internal combustion engine within the highest possible efficiency range. Furthermore, when a significant amount of regenerative energy is anticipated, such as when descending a slope, the driving control unit preemptively reduces the battery's charge rate to eliminate or reduce unrecovered energy. Additionally, the driving control unit actively controls power generation during high-speed driving when engine efficiency is high, increasing the time the vehicle can operate using the electric motor, thereby improving fuel efficiency. Moreover, because the driving control unit controls the driving mode by setting first and second zones, ensuring that the battery's charge rate does not exceed the upper limit or fall below the lower limit, battery degradation can be prevented. Through these controls, fuel efficiency can be advantageously improved while achieving effective consumption of the target energy (including the consumption of all estimated regenerative energy) and obtaining the target charge rate when the vehicle returns to base.

[0181] Although embodiments of the present disclosure have been described above, the present disclosure is not limited to information processing apparatus, but can also be understood as a method or program executed by an information processing apparatus including a processor and a memory, a computer-readable non-transitory storage medium storing a program, a system including an information processing apparatus and a vehicle, etc.

[0182] For example, when it is desired to provide information about driving to a vehicle, the information processing apparatus of this disclosure may be used.

Claims

1. A system comprising a vehicle and an information processing device, the vehicle being equipped with an electric motor and an internal combustion engine as power sources, the information processing device determining a path for the vehicle and forming a loop through the path to multiple locations, wherein the information processing device comprises: An acquisition unit is configured to acquire location information about the plurality of locations; A determining unit is configured to determine a loop route that minimizes the fuel consumption of the vehicle for the plurality of locations based on the location information and traffic information acquired by the acquiring unit. as well as A sending unit is configured to send the circuit path determined by the determining unit to the vehicle; The vehicles include: An acquisition unit is configured to acquire information received from the information processing device regarding the vehicle's circuit path, a target battery charge rate, a driving power curve, and a speed curve as the vehicle travels along the circuit path and returns to the base. The driving power curve is power information that shows, in chronological order, the expected changes in driving power generated by the power sources, including the internal combustion engine and the electric motor, at various time points during the vehicle's journey from the base, along the circuit path, and back to the base. The speed curve shows, in chronological order, the expected speed of the vehicle at various time points during the journey. An estimation unit is configured to estimate regenerative energy and generated energy, wherein the regenerative energy is electrical energy obtained by regenerative braking of the electric motor during the period when the vehicle departs from the base, travels on the loop path, and returns to the base, and the generated energy is electrical energy obtained by high-efficiency power generation during the period when the vehicle departs from the base, travels on the loop path, and returns to the base, wherein the estimated value is corrected by utilizing the increase in vehicle weight due to the loading of cargo when estimating the regenerative energy; A setting unit, configured to set a first interval in which the vehicle will travel by driving the electric motor and a second interval in which the vehicle will travel by driving the internal combustion engine, based on the expected amount of generated energy estimated by the estimation unit and the target energy storage rate; and A control unit is configured to control the movement of the vehicle based on the first interval and the second interval.

2. The system of claim 1, wherein, The setting unit is configured to set the first interval and the second interval, such that when driving in the second interval, the energy consumed when driving in the first interval is generated.

3. The system according to claim 1, wherein, The location information includes at least one of the following: distance between each pair of drivable locations, road type, gradient, and number of traffic lights.

4. The system according to claim 3, wherein, The road types include ordinary roads and expressways.

5. A method performed by a system including a vehicle and an information processing device, the vehicle being equipped with an electric motor and an internal combustion engine as power sources, the information processing device determining a path for the vehicle and forming a loop through the path to multiple locations, the method comprising: The information processing device performs the following steps: Obtain location information about the multiple locations; Based on the location and traffic information, a loop route is determined for the multiple locations to minimize the vehicle's fuel consumption; and The determined loop path is sent to the outside; The vehicle performs the following steps: The system acquires information received from the information processing device regarding the vehicle's circuit path, the target battery charge rate, driving power curve, and speed curve as the vehicle travels along the circuit path and returns to the base. The driving power curve is power information that shows, in chronological order, the expected changes in driving power generated by the power sources, including the internal combustion engine and the electric motor, at various time points during the vehicle's journey from the base, along the circuit path, and back to the base. The speed curve shows, in chronological order, the expected speed of the vehicle at various time points during its journey. The regenerative energy and generated energy are estimated. The regenerative energy is electrical energy obtained by regenerative braking of the electric motor during the period when the vehicle departs from the base, travels on the loop path, and returns to the base. The generated energy is electrical energy obtained by high-efficiency power generation when the vehicle is traveling at high speed during the period when the vehicle departs from the base, travels on the loop path, and returns to the base. When estimating the regenerative energy, the estimated value is corrected by the increase in vehicle weight due to the loading of cargo. Based on the estimated expected amount of generated energy and the target energy storage rate, a first interval in which the vehicle will travel by driving the electric motor and a second interval in which the vehicle will travel by driving the internal combustion engine are defined. as well as The vehicle's movement is controlled based on the first interval and the second interval.

6. A storage medium storing a program executed by a computer of a system including a vehicle and an information processing device, the information processing device including a processor and a memory, and the vehicle being equipped with an electric motor and an internal combustion engine as power sources, the information processing device determining a path for the vehicle and forming a loop through the path to multiple locations, the program comprising: The information processing device performs the following steps: Obtain location information about the multiple locations; Based on the location and traffic information, a loop route is determined for the multiple locations to minimize the vehicle's fuel consumption; and The determined loop path is sent to the outside; The vehicle performs the following steps: The system acquires information received from the information processing device regarding the vehicle's circuit path, the target battery charge rate, driving power curve, and speed curve as the vehicle travels along the circuit path and returns to the base. The driving power curve is power information that shows, in chronological order, the expected changes in driving power generated by the power sources, including the internal combustion engine and the electric motor, at various time points during the vehicle's journey from the base, along the circuit path, and back to the base. The speed curve shows, in chronological order, the expected speed of the vehicle at various time points during its journey. The regenerative energy and generated energy are estimated. The regenerative energy is electrical energy obtained by regenerative braking of the electric motor during the period when the vehicle departs from the base, travels on the loop path, and returns to the base. The generated energy is electrical energy obtained by high-efficiency power generation when the vehicle is traveling at high speed during the period when the vehicle departs from the base, travels on the loop path, and returns to the base. When estimating the regenerative energy, the estimated value is corrected by the increase in vehicle weight due to the loading of cargo. Based on the estimated expected amount of generated energy and the target energy storage rate, a first interval in which the vehicle will travel by driving the electric motor and a second interval in which the vehicle will travel by driving the internal combustion engine are defined. as well as The vehicle's movement is controlled based on the first interval and the second interval.

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