DETERMINATION DEVICE

Abstract

A determining device 200 detects i) the road condition of a route on which a vehicle powered by electrical energy from a fuel cell 110 and a secondary battery 120 plans to travel, and ii) the weight of the vehicle at a current position. The determining device 200 i) identifies a rolling resistance coefficient corresponding to the detected road condition by referring to a data table in which each of a multitude of road conditions is associated with a rolling resistance coefficient when the vehicle's wheels roll on the road with that road condition, and ii) determines the electrical energy required for the vehicle to travel along the route by using a rolling resistance calculated as the product of the identified rolling resistance coefficient and the detected weight.

Description

TECHNICAL AREA

[0001] The present disclosure relates to a determining device that determines the energy required for a vehicle to travel along a planned route. BACKGROUND OF THE INVENTION

[0002] A technique is known for calculating the energy required for a vehicle to travel along a route extending from its current location to a destination. JP 2016-049922 discloses a technique for calculating the rolling resistance coefficient of a road on which a vehicle has traveled, based on the actual measured energy consumption when the vehicle traveled at any location on the road under a given condition, and for determining the energy required for the vehicle to travel along a road on which it plans to travel, using the calculated rolling resistance coefficient. Brief description of the invention; problem to be solved by the invention

[0003] However, since road conditions change, the rolling resistance coefficient of the road on which the vehicle has driven may differ from the rolling resistance coefficient of the road on which the vehicle plans to drive. Accordingly, there may be a situation where the estimated energy required and the actual energy consumption when the vehicle has driven on the road differ.

[0004] The present disclosure focuses on this point, and one of its objectives is to appropriately determine the energy required for a vehicle to travel on a road. MEANS TO SOLVENT THE PROBLEM

[0005] One aspect of the present disclosure provides a determining device comprising a detection unit that detects i) a planned route along which a vehicle, powered by an engine supplied with electrical energy from a fuel cell and a secondary battery, is to travel from a current position of the vehicle to a target position a predetermined distance ahead, ii) a road condition of the route, and iii) a weight of the vehicle at the current position; an identification unit that identifies a rolling resistance coefficient corresponding to the detected road condition by referring to a data table that associates each of a plurality of road conditions with a rolling resistance coefficient when the vehicle's wheels roll on a road with that road condition; and a determination unit that determines the electrical energy required for the vehicle.to travel along the route by using a rolling resistance determined by the product of the identified rolling resistance coefficient and the recorded weight.

[0006] The detection unit can detect the road condition of a new route extending from the vehicle's current position to the position a predetermined distance ahead, while the vehicle travels on the route for which the electrical energy has been determined; the identification unit can identify a rolling resistance coefficient corresponding to the road condition of the new route; and the determination unit can determine the electrical energy required to travel along the new route by using the rolling resistance coefficient of a road in the new route and the vehicle's weight.

[0007] The detection unit i) can determine a new route extending from a current position of the vehicle to a position a predetermined distance ahead when a predetermined time has elapsed while the vehicle is traveling on the route for which the electrical energy has been determined, and ii) can detect a road condition of the determined new route.

[0008] The identification unit can identify a value specified as the initial value of a rolling resistance coefficient as the rolling resistance coefficient of the road in the route if the road weather condition is clear or cloudy, and can identify a rolling resistance coefficient corresponding to the road condition by referring to the data table if the road weather condition is neither clear nor cloudy.

[0009] The determination unit can determine the electrical energy by using a rolling resistance determined by a product of the identified rolling resistance coefficient and the detected weight if the vehicle's weight has been detected at the current position, and can determine the electrical energy by using a rolling resistance determined by a product of the identified rolling resistance coefficient and a value specified as the initial weight of the vehicle if the vehicle's weight has not been detected at the current position.

[0010] The identification unit can identify a rolling resistance coefficient that is greater than rolling resistance coefficients corresponding to a wet road condition and an icy road condition when the road condition corresponds to a puddled road condition or a snow-covered road condition.

[0011] The detection unit can set a first distance, which is the predetermined distance if the current position of the vehicle is in a highway, longer than a second distance, which is the predetermined distance if the current position of the vehicle is in an urban area.

[0012] The detection unit can detect a rainfall amount or a snowfall amount of the planned route, and the identification unit i) can identify a correction value corresponding to the detected rainfall amount or snowfall amount by referring to a data table that links each of a multitude of rainfall amounts or snowfall amounts to a correction value for the rolling resistance coefficient, and ii) can identify a product of a reference value of the rolling resistance coefficient and the identified correction value as the rolling resistance coefficient.

[0013] If the vehicle's weight at the current position has not been recorded, the initial value can be the sum of the vehicle's weight in a state equipped with the equipment required for the vehicle's operation and half of a maximum load capacity, which indicates a maximum mass of cargo that can be loaded onto the vehicle. The identification unit can identify a product of the identified rolling resistance coefficient and the recorded vehicle weight as the rolling resistance of the planned route if the vehicle's weight at the current position has been recorded. IMPACT OF THE INVENTION

[0014] According to the present disclosure, it is possible to adequately determine the energy required for a vehicle to travel on a road. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 shows an overview of a vehicle according to the present embodiment. Fig. Figure 2 shows a configuration of a determining device. Fig. Figure 3 shows an example of a data table in which road conditions are linked to rolling resistance coefficients. Fig. Figure 4 shows a process for determining the required electrical power for a new route. Fig. Figure 5 shows a flowchart illustrating an example of a process for determining the required electrical power. Fig. Figure 6 shows a flowchart illustrating an example of a process for identifying vehicle weight. Fig. Figure 7 shows a flowchart illustrating an example of a process for identifying rolling resistance. DESCRIPTION OF VERSIONS [Overview of vehicle 100]

[0015] Fig. Figure 1 shows an overview of a vehicle 100 according to the present embodiment.

[0016] The vehicle 100 comprises a fuel cell 110, a hydrogen tank 111, a converter 112, a secondary battery 120, a converter 121, an electrical auxiliary device 130, a converter 131, an inverter 140, a motor 141, wheels 145, and a determining device 200. The vehicle 100 is an electric vehicle powered by a motor 141, which is driven by electrical energy from the fuel cell 110 and the secondary battery 120. The vehicle 100 is, for example, a truck that transports cargo, but is not limited to this. The vehicle 100 has a function for determining the electrical energy required to operate the motor 141 when the vehicle 100 travels along a predetermined route and for determining the power outputs of the fuel cell 110 and the secondary battery 120 based on the determined required electrical power.In the following, the electrical energy required to operate the motor 141 will be referred to as the required electrical power.

[0017] The fuel cell 110 generates electricity through a chemical reaction between fuel and an oxidant. For example, the fuel cell 110 generates electricity by reacting hydrogen as fuel with oxygen as an oxidant. Hydrogen, stored in the hydrogen tank 111 connected to the fuel cell 110, is supplied to the fuel cell 110. Oxygen from the air, drawn in through an inlet (not shown in the figures), is also supplied to the fuel cell 110. The fuel cell 110 delivers electricity (electrical power), generated by the reaction of hydrogen with oxygen, to the motor 141 and the electrical auxiliary device 130. In particular, the fuel cell 110 delivers electrical power to the motor 141 and the electrical auxiliary device 130 via the converter 112.

[0018] The converter 112 is located between a) the fuel cell 110 and b) the motor 141 and the electrical auxiliary device 130. The converter 112 is a circuit that converts the voltage of the direct current output by the fuel cell 110 into a voltage that can be used by the motor 141 and the electrical auxiliary device 130. In particular, i) the converter 112 increases the voltage of the direct current output by the fuel cell 110 and ii) supplies the increased voltage to the motor 141 and the electrical auxiliary device 130.

[0019] The secondary battery 120 is a battery capable of charging and discharging electrical energy. The secondary battery 120 can be, for example, a lithium-ion battery or a lead-acid battery, but this is not limited to any one type, and any known secondary battery can be used. The secondary battery 120 stores electrical energy by receiving regenerative electrical energy from the motor 141 and electrical energy output by the fuel cell 110. The secondary battery 120 supplies electrical energy to the motor 141 and the electrical auxiliary device 130 by discharging the stored electrical energy. Specifically, the secondary battery 120 supplies electrical energy to the motor 141 and the electrical auxiliary device 130 via the converter 121.

[0020] The converter 121 is provided between a) the secondary battery 120 and b) the motor 141 and the electrical auxiliary device 130. The converter 121 is a circuit that converts the voltage of the direct current output by the secondary battery 120 into a voltage that can be used by the motor 141 and the electrical auxiliary device 130. In particular, i) the converter 121 increases the voltage of the direct current output by the secondary battery 120 and ii) supplies the increased voltage to the motor 141 and the electrical auxiliary device 130.

[0021] The electrical auxiliary device 130 is a device mounted on the vehicle 100 and powered by electrical energy. The electrical auxiliary device 130 is, for example, an air conditioner, a light, a measuring instrument, and a display device, but is not limited to these. It comprises a device mounted on the vehicle 100 and powered by electrical energy. The electrical auxiliary device 130 is connected to the fuel cell 110 and the secondary battery 120 via the converter 131. The converter 131 converts the voltage of the direct current supplied by at least one of the fuel cell 110 or the secondary battery 120 into a voltage that can be used by the electrical auxiliary device 130.

[0022] The inverter 140 is located between a) the converter 112 and the converter 121 and b) the motor 141. The inverter 140 is a circuit that converts direct current (DC) to alternating current (AC) or AC to DC. The inverter 140 converts the DC supplied by the fuel cell 110 via the converter 112 and the DC supplied by the secondary battery 120 via the converter 121 into AC that can be used by the motor 141. Furthermore, when the motor 141 functions as a generator, the inverter 140 converts the AC generated by the motor 141 into DC and supplies the DC to the secondary battery 120 via the converter 121.

[0023] The motor 141 is powered by electrical energy from the fuel cell 110 and the secondary battery 120. The motor 141 operates when it is supplied with electrical energy from at least one of the fuel cells 110 or the secondary battery 120, causing the vehicle 100 to move. Specifically, the motor 141 rotates an axle 144 via a differential 143, which is connected to an output shaft 142 of the motor 141. When the axle 144 rotates, the wheels 145 connected to the axle 144 also rotate, and the vehicle 100 moves.

[0024] The determining device 200 determines the electrical power required to operate the motor 141 when the vehicle 100 travels along a predetermined route. Specifically, the determining device 200 determines the electrical power required for the vehicle 100 to travel along a planned route using a rolling resistance based on i) a rolling resistance coefficient corresponding to the road conditions of a route the vehicle 100 plans to travel, and ii) the weight of the vehicle 100. The determining device 200 can appropriately determine the required electrical power by using a suitable rolling resistance coefficient corresponding to the road conditions and can therefore appropriately determine the power distribution between the fuel cell and the secondary battery. [Configuration of the determining device 200]

[0025] Fig. Figure 2 shows a configuration of the destination device 200. The destination device 200 comprises a memory 210 and a control unit 220. The memory 210 is a storage medium that includes read-only memory (ROM), random-access memory (RAM), a hard disk, and the like. The memory 210 stores a program that is executed by the control unit 220.

[0026] The control unit 220 is a computing resource that includes a processor such as a central processing unit (CPU). The control unit 220 implements the functions of a detection unit 221, an identification unit 222, and a destination unit 223 by executing the program stored in memory 210.

[0027] The acquisition unit 221 records the current position of vehicle 100. The acquisition unit 221 records the current position of vehicle 100, which is identified by a Global Positioning System (GPS) receiver mounted on vehicle 100. The GPS receiver receives radio waves transmitted by GPS satellites and identifies coordinates that indicate the current position of vehicle 100.

[0028] The sensing unit 221 detects the weight of vehicle 100 at its current position. For example, the sensing unit 221 detects the weight of vehicle 100 based on i) the extension of a suspension connecting the vehicle body of vehicle 100 and the axle 144, and ii) the air pressure of the suspension when the current position is detected. The sensing unit 221 can also detect the weight of vehicle 100 based on the acceleration of vehicle 100 while driving. It should be noted that a method for detecting the weight of vehicle 100 is not limited to this and a known technique can be used.

[0029] The acquisition unit 221 acquires the route that the vehicle 100 plans to travel. Specifically, the acquisition unit 221 acquires an overall route from a management device, which comprises a plurality of route points. The overall route is a planned route that the vehicle 100 is to travel from a departure point to a destination. The management device is a server operated by a company that manages the vehicle 100 and stores the overall route that the vehicle 100, equipped with the destination device 200, is to travel. The acquisition unit 221 acquires the overall route from the management device via wireless communication using a wireless communication module (not shown in the figures).

[0030] The acquisition unit 221 captures a partial route of the overall route. As part of the overall route, the acquisition unit 221 captures a partial route extending from the current position of vehicle 100 to a target position a predetermined distance ahead. The predetermined distance is shorter than the overall route. As a specific example, the predetermined distance is 20 kilometers, but this is not the limit. It should be noted that the acquisition unit 221 can not only extract the partial route from the previously captured overall route, but can also capture only the partial route of the overall route from the management device. In the following description, the partial route of the overall route is referred to as the predicted segment.

[0031] The detection unit 221 detects the road condition in the predicted section. The detection unit 221 detects which of a variety of road conditions applies to a road in the predicted section ahead of the vehicle 100 in the direction of travel by analyzing a captured image obtained from the recording of the road in the predicted section. The variety of road conditions includes, for example, a dry condition, a wet condition, a puddle condition, a snow-covered condition, and an icy condition. The captured image is an image taken by an imaging device mounted on the vehicle 100 or by an imaging device installed on the road in the predicted section.When an image is captured by the imaging device installed on the road of the predicted section, the capture unit 221 captures an image captured by the imaging device via wireless communication using the wireless communication module.

[0032] The Data Collection Unit 221 records weather conditions in the forecasted section. Specifically, the Data Collection Unit 221 receives weather information indicating the weather conditions in a region encompassing the forecasted section from a server that provides the weather information via wireless communication using the wireless communication module. The weather includes, for example, clear, cloudy, rainy, or snowy conditions, but is not limited to these. Furthermore, the Data Collection Unit 221 receives weather information from the server, including the amount of rainfall or snowfall per unit of time in the region encompassing the road of the forecasted section.

[0033] The acquisition unit 221 collects section information about the predicted section. This section information includes road gradient, road curvature, speed limit, and the speeds of other vehicles traveling on the predicted section (i.e., traffic flow velocity). For example, the acquisition unit 221 collects the section information, including the road gradient, road curvature, speed limit, and traffic flow velocity of the predicted section, via wireless communication from a server operated by a provider that manages the predicted section.

[0034] The detection unit 221 calculates a predicted speed of vehicle 100 in the predicted section based on the captured section information. Specifically, the detection unit 221 calculates the predicted speed of vehicle 100 in the predicted section based on the road gradient, road curvature, speed limit, and the traffic flow rate specified by the section information. The predicted speed is a speed equal to or lower than the speed limit and is a speed at which vehicle 100 can travel the predicted section according to the traffic flow rate without deviating from one lane of the road with the specified gradient and curvature. A known technique can be used as the method for calculating the predicted speed.

[0035] The identification unit 222 identifies the rolling resistance coefficient corresponding to the road condition in the predicted section. For example, the identification unit 222 identifies the rolling resistance coefficient corresponding to the detected road condition by referring to a data table in which each of a multitude of road conditions is linked to the rolling resistance coefficient when the wheels 145 of vehicle 100 roll on the road with that road condition. The data table is stored in memory 210.

[0036] Fig. Figure 3 shows an example of the data table in which road conditions are linked to rolling resistance coefficients. The more resistant the vehicle's wheels (145) are to rolling, the higher the rolling resistance coefficient. For example, a rolling resistance coefficient k3 for a puddled road condition and a rolling resistance coefficient k4 for a snow-covered road condition are greater than a rolling resistance coefficient k1 for an icy road condition and a rolling resistance coefficient k2 for a wet road condition. When snow has accumulated on the road, the wheels (145) are more resistant to rolling than when there are puddles on the road, and thus the rolling resistance coefficient k4 for a snow-covered road condition is greater than the rolling resistance coefficient k3 for a puddled road condition.When the road is frozen, the wheels roll 145 times more easily than when the road is wet, and thus the rolling resistance coefficient k1 for an icy road condition is smaller than the rolling resistance coefficient k2 for a wet road condition.

[0037] The identification unit 222 identifies the rolling resistance coefficient according to the weather conditions in the forecast section. For example, if the weather condition in the forecast section, as indicated by the weather information, is neither clear nor cloudy, i.e., if it is rainy or snowy, the identification unit 222 identifies the rolling resistance coefficient corresponding to the road condition in the forecast section by referring to the Fig. Reference is made to the data table shown in section 3.

[0038] If the weather in the predicted section is clear or cloudy, the identification unit 222 identifies an initial value of the rolling resistance coefficient as the rolling resistance coefficient of the road in the route. For example, the initial value of the rolling resistance coefficient is the coefficient of resistance when the road is in a dry condition. Specifically, the initial value of the rolling resistance coefficient is a coefficient of resistance between the wheel 145 and a dry, paved road, but is not limited to this. If the weather in the predicted section is clear or cloudy, the identification unit 222 can reduce the processing load for identifying the rolling resistance coefficient by using the initial value of the rolling resistance coefficient.

[0039] The Identification Unit 222 identifies the rolling resistance coefficient using a correction value that corresponds to the weather conditions in the forecast section. For example, the Identification Unit 222 identifies the rolling resistance coefficient based on the correction value for the rolling resistance coefficient according to a rainfall or snowfall amount. Specifically, the greater the rainfall amount, the more likely it is that deeper puddles will form, and therefore the Identification Unit 222 identifies a larger rolling resistance coefficient as the rainfall amount increases. Similarly, the rolling resistance coefficient is assumed to increase with increasing snowfall amount, and therefore the Identification Unit 222 identifies a larger rolling resistance coefficient as the snowfall amount increases.

[0040] The identification unit 222 identifies a correction value corresponding to weather conditions by referencing a data table that links each of a variety of weather conditions (light rain, heavy rain, light snowfall, and heavy snowfall) to the correction value for the rolling resistance coefficient. For example, the identification unit 222 refers to a rainfall data table that links each of a variety of rainfall amounts to a correction value for the rolling resistance coefficient corresponding to each rainfall amount, and identifies the correction value for the rolling resistance coefficient that corresponds to the recorded rainfall amount. The rainfall data table is stored, for example, in memory 210. In the rainfall data table, each of the variety of rainfall amounts is linked to a correction value for the rolling resistance coefficient, so that a larger rainfall amount is associated with a higher correction value.

[0041] Similarly, the identification unit 222 refers to a snowfall data table that links each of a multitude of snowfall quantities to a correction value for the rolling resistance coefficient corresponding to the snowfall quantity, and identifies the correction value for the rolling resistance coefficient corresponding to the recorded snowfall quantity. The snowfall data table is stored, for example, in memory 210. In the snowfall data table, each of the multitude of snowfall quantities is linked to a correction value for the rolling resistance coefficient, such that a larger snowfall quantity is associated with a higher correction value.The identification unit 222 identifies the correction value for the rolling resistance coefficient that corresponds to the amount of rainfall or snowfall, and then identifies a product of a reference value of the rolling resistance coefficient and the identified correction value as the rolling resistance coefficient.

[0042] After identifying the rolling resistance coefficient, the identification unit 222 identifies the rolling resistance as vehicle 100 travels along the predicted section. If the weight of vehicle 100 has been detected at the current position, the identification unit 222 identifies the product of the identified rolling resistance coefficient and the detected weight of vehicle 100 as the rolling resistance in the predicted section. If the weight of vehicle 100 has not been detected at the current position, the identification unit 222 identifies the product of the identified rolling resistance coefficient and a value set as the initial weight of vehicle 100 as the rolling resistance in the predicted section. The initial weight of vehicle 100 is determined, for example, based on a maximum load capacity of vehicle 100.A specific example of the initial value of the weight of vehicle 100 is the sum of the weight of vehicle 100 in a state equipped with the equipment required for operation and half of the maximum load capacity, which indicates the maximum mass of cargo that can be loaded onto vehicle 100, but is not limited to this.

[0043] Determination Unit 223 uses the identified rolling resistance to determine the electrical power required for vehicle 100 to travel along the route. Determination Unit 223 determines the required electrical output power P per unit time for traversing the predicted section by inputting the identified rolling resistance into the following equation (1). In the following equation (1), a product of a rolling resistance coefficient r represents Roll and represents the rolling resistance of a vehicle mass M. [Formula 1] P=(1η⋅ε)⋅u⋅{g⋅rRoll⋅M+12ρ⋅Cd⋅S⋅u2+g⋅M⋅sin θ+α(1+kRotar)⋅M}

[0044] Each variable in equation (1) is described. u represents a velocity (m / s) of the vehicle 100. a represents an acceleration (m / s²). 2 ) of vehicle 100. M represents the weight (kg) of vehicle 100. η represents a transmission efficiency of a drive system of vehicle 100. ε represents an efficiency (power) of the motor 141 and the controller. r Roll represents the rolling resistance coefficient. C d represents a drag coefficient. ρ represents an air density (kg / m³). 3 ). S represents a front projection surface (m 2 ) of the vehicle 100. k Rotar represents an equivalent coefficient of rotational inertia. θ in sinθ represents a slope of the road in the direction of travel of the vehicle 100 along the route.

[0045] The determination unit 223 determines the required electrical energy W by integrating the electrical output power P over time. In particular, the determination unit 223 a) determines the required electrical energy W to be supplied to the motor 141 by calculating the following equation (2) when P > 0, and b) determines the regenerative electrical energy generated by the motor 141 as the required electrical energy W by calculating the following equation (3) when P < 0. φ in equation (3) is a regeneration rate (%) when the motor 141 generates the regenerative electrical energy. W = ∫Pdt P > 0 W = ∫Pdt ⋅ ϕ P < 0

[0046] The determination unit 223 determines the power distribution between the fuel cell 110 and the secondary battery 120 using the determined required electrical energy W and the regenerative power. Specifically, the determination unit 223 determines the power distribution between the fuel cell 110 and the secondary battery 120 such that the fuel consumption required to deliver the required electrical energy W is minimized by using the equivalence cost minimization method. More precisely, i) the determination unit 223 determines an equivalence cost coefficient to minimize fuel consumption and reduce the difference in state of charge between the starting point and the destination of the route, and ii) determines the power distribution between the fuel cell 110 and the secondary battery 120 based on the determined coefficient.It should be noted that the method for distributing the power of the fuel cell 110 and the power of the secondary battery 120 is not limited to the equivalence cost minimization method and a known technique can be used.

[0047] The determination unit 223 can determine an appropriate output power P based on the rolling resistance coefficient of the road on which the vehicle 100 plans to travel and the weight of the vehicle 100 at its current position. Thus, the determination unit 223 can appropriately distribute the power of the fuel cell 110 and the power of the secondary battery 120, thereby minimizing fuel consumption. As a result, the determination unit 223 can keep the output current of the fuel cell 110 essentially constant and reduce the difference between the state of charge at the starting point and the state of charge at the destination of the route. (Process for determining the required electrical power for a new route)

[0048] While the vehicle 100 travels along the predicted section, the determining device 200 determines the required electrical power for a new route in order to more appropriately determine the power distribution between the fuel cell 110 and the secondary battery 120. The following describes a process for determining the required electrical power for a new route with reference to Fig. 4 described. Fig. Figure 4 shows the process for determining the required electrical power for a new route. The detection unit 221 detects the entire route extending from a departure point 301 of vehicle 100 to a destination point 302. The current position of vehicle 100 at time t1 is the departure point 301. At time t1, vehicle 100 begins its journey from departure point 301 towards destination point 302.

[0049] The detection unit 221 detects i) the road condition in the predicted section 311 of the overall route, wherein the section extends from the current position of the vehicle 100 at time t1 (departure point 301) to a destination position a predetermined distance L ahead, and ii) the weight of the vehicle 100 at time t1. The identification unit 222 identifies the rolling resistance coefficient corresponding to the condition in the predicted section 311. The determination unit 223 determines the output power P at each of a plurality of route points contained in the predicted section 311 by inputting the rolling resistance, determined by the product of the rolling resistance coefficient and the weight of the vehicle 100, into equation (1). The determination unit 223 determines the required electrical energy W as the sum of a plurality of output powers P.

[0050] Vehicle 100 travels along the predicted section 311 for a predetermined time Δt starting at time t1. While vehicle 100 is traveling along the predicted section 311, for which the required electrical power has been determined, the detection unit 221 records a new predicted section extending a predetermined distance L ahead from vehicle 100's current position. Specifically, when the predetermined time Δt has elapsed while vehicle 100 is traveling along the predicted section 311 and time t2 has been reached, the detection unit 221 records a new predicted section 312 extending from vehicle 100's current position 303 at time t2 to a target position located a predetermined distance L ahead within the overall route. The predetermined time is, for example, one minute, but is not limited to this.

[0051] Once the new predicted section 312 has been determined, the detection unit 221 records the road condition in the new predicted section 312. Furthermore, the detection unit 221 records the weight of vehicle 100 at time t2.

[0052] After the road condition in the predicted section 312 has been recorded, the identification unit 222 identifies the rolling resistance coefficient corresponding to the road condition in the predicted section 312. The identification unit 222 identifies the rolling resistance of the vehicle 100 in the predicted section 312 as a product of the rolling resistance coefficient corresponding to the road condition in the predicted section 312 and the weight of the vehicle 100 at time t2. The determination unit 223 determines the required electrical power for the predicted section 312 using the rolling resistance of the new predicted section 312.

[0053] When the predetermined time Δt has elapsed from time t2 and time t3 has been reached, the detection unit 221 again detects a new predicted section. The detection unit 221 detects a new predicted section 313, which extends from the current position 304 of the vehicle 100 at time t3 to the target position, which is the predetermined distance L ahead. The detection unit 221 detects the road condition of the new predicted section 313. The identification unit 222 identifies a rolling resistance coefficient of the predicted section 313 based on the road condition of the new predicted section 313. The determination unit 223 determines the required electrical power for the predicted section 313 based on the rolling resistance coefficient of the new predicted section 313 and the weight of the vehicle 100.

[0054] As described above, the determining device 200 determines the required electrical power for the predicted section extending from the vehicle's current position to the target position a predetermined distance L ahead, at each predetermined time interval Δt. The determining device 200 performs the process of determining the required electrical power at each predetermined time interval Δt until the vehicle 100 arrives at the target location 302 or stops. Accordingly, the determining device 200 can adequately identify the coefficient of rolling resistance using the latest road conditions in the predicted section on which the vehicle is to travel. As a result, the determining device 200 can adequately identify the required electrical power to travel the predicted section to be traversed.Since the determining device 200 determines the required electrical power only for a sub-region, i.e., the predicted section, from the total route, computational resources can also be reduced compared to determining the required electrical power for traveling the entire route. [Process for determining the required electrical power]

[0055] Fig. Figure 5 shows a flowchart illustrating an example of the process for determining the required electrical power. This process is executed when vehicle 100 is started. It is assumed that the sensing unit 221 is capable of detecting the current position of vehicle 100 after it has been started.

[0056] The acquisition unit 221 acquires the total route that vehicle 100 plans to travel (step S1). Specifically, the acquisition unit 221 acquires the total route from the management device that controls the operation of vehicle 100. The acquisition unit 221 determines a new predicted segment extending from the current position of vehicle 100 to the position a predetermined distance L ahead within the total route (step S2).

[0057] The identification unit 222 performs a process to identify the vehicle weight (step S3). Fig. Figure 6 shows a flowchart illustrating an example of the vehicle weight identification process. Identification unit 222 determines whether the weight of vehicle 100 has been detected (step S31). If the weight of vehicle 100 has been detected at the current location (Yes in step S31), identification unit 222 identifies the detected weight of vehicle 100 as the current weight of vehicle 100 (step S32). If the weight of vehicle 100 has not been detected at the current location (No in step S31), identification unit 222 identifies the initial value of the weight of vehicle 100 as the current weight of vehicle 100 (step S33). After identifying the weight of vehicle 100, identification unit 222 terminates the vehicle weight identification process.

[0058] After completion of the process to identify the vehicle weight, the identification unit 222 performs a process to identify the rolling resistance (step S4). Fig. Figure 7 shows a flowchart illustrating an example of the rolling resistance identification process. The identification unit 222 determines whether the detection unit 221 has detected the weather information for the region encompassing the predicted section (step S41).

[0059] Once the acquisition unit 221 has acquired the weather information for the region encompassing the predicted section (Yes in step S41), the identification unit 222 determines whether the weather condition indicated by the weather information is rain or snow (step S42). If the weather condition indicated by the weather information is rain or snow (Yes in step S42), the identification unit 222 identifies the correction value corresponding to the road condition (step S43). Specifically, the identification unit 222 identifies the correction value corresponding to the road condition in the predicted section by referring to the data table that links each of the multitude of road conditions to the correction value.

[0060] After identifying the correction value, the identification unit 222 corrects the rolling resistance coefficient with the correction value (step S44). Specifically, the identification unit 222 identifies the product of the initial value of the rolling resistance coefficient and the identified correction value as the rolling resistance coefficient that corresponds to the road condition in the predicted section.

[0061] If the weather information was not recorded (No in step S41) or if the weather condition indicated by the weather information is clear or cloudy (No in step S42), the identification unit 222 identifies the initial value of the rolling resistance coefficient as the rolling resistance coefficient of the road of the predicted section (step S45).

[0062] After identifying the rolling resistance coefficient, the identification unit 222 identifies the rolling resistance (step S46). Specifically, the identification unit 222 identifies the product of the identified rolling resistance coefficient and the vehicle weight 100 as the rolling resistance. The identification unit 222 terminates the rolling resistance identification process once the rolling resistance has been identified.

[0063] Once the rolling resistance has been identified, the determination unit 223 determines the required electrical power for the vehicle 100 to travel the predicted section using the identified rolling resistance (step S5). In particular, the determination unit 223 determines the required electrical power by inputting the rolling resistance into equation (1).

[0064] The determination unit 223 determines the power distribution between the fuel cell 110 and the secondary battery 120 based on the required electrical power (step S6). In particular, the determination unit 223 uses the equivalent cost minimization method to determine the power distribution between the fuel cell 110 and the secondary battery 120 in order to minimize the fuel consumption for generating the required electrical power.

[0065] The detection unit 221 determines whether the predetermined time Δt has elapsed after the determination unit 223 has determined the power distribution between the fuel cell 110 and the secondary battery 120 (step S7). Specifically, the detection unit 221 determines whether the predetermined time Δt has elapsed from the moment the determination unit 223 determines the power distribution between the fuel cell 110 and the secondary battery 120. If the predetermined time Δt has not elapsed (No in step S7), the detection unit 221 waits until the predetermined time Δt elapses. If the predetermined time Δt has elapsed from the moment the power distribution was determined (Yes in step S7), the detection unit 221 returns to step S2. (Modification 1)

[0066] The detection unit 221 can vary the predetermined distance according to a region encompassing the current position of the vehicle 100. Specifically, the detection unit 221 sets a first predetermined distance, which is longer when the current position of the vehicle 100 is located on a highway, than a second predetermined distance, which is longer when the current position of the vehicle 100 is located in an urban area. As a result, when the vehicle 100 is traveling on a highway where the road conditions are less likely to change, the determination device 200 can reduce the frequency of determining the required electrical power, thereby reducing the load on the process for determining the required electrical power.If the vehicle 100 is traveling in an urban area where the road conditions are more likely to change, the determining device 200 can determine the required electrical power more frequently, thus enabling a more accurate determination of the required electrical power. (Modification 2)

[0067] The sensing unit 221 can vary the predetermined time, which is a sensing interval, according to the predetermined distance. For example, the sensing unit 221 sets a first sensing interval for detecting a new road condition, when the current position of vehicle 100 is on a highway, longer than a second sensing interval for detecting a new road condition, when the current position of vehicle 100 is in an urban area. As a result, the determining device 200 reduces the frequency of determining the required electrical power while vehicle 100 is traveling on the highway, thereby reducing the load on the process for determining the required electrical power.Since the determining device 200 increases the frequency of determining the required electrical power in urban areas where road conditions are likely to change, the required electrical power is also determined appropriately. [Effects of the determining device 200]

[0068] As described above, the determining device 200 detects i) the road condition in the predicted section, which is a planned route along which the vehicle 100, powered by the motor 141, which is operated with electrical energy from the fuel cell 110 and the secondary battery 120, is to travel from its current position to the target position a predetermined distance ahead, and ii) the weight of the vehicle 100 at its current position. The determining device 200 identifies the rolling resistance coefficient corresponding to the detected road condition by referring to the data table that links the road conditions with the rolling resistance coefficients.The determining device 200 then determines the required electrical power for the vehicle 100 to travel along the predetermined route by using the rolling resistance, which is determined by the product of the rolling resistance coefficient and the weight of the vehicle 100.

[0069] The determining device 200 can identify the appropriate rolling resistance coefficient corresponding to the latest road conditions on which the vehicle is to travel and thereby appropriately determine the required electrical power when the vehicle 100 travels on the planned route. If the determining device 200 can appropriately determine the required electrical power, the vehicle 100 can appropriately determine the power distribution between the fuel cell 110 and the secondary battery 120.

[0070] The present disclosure is explained on the basis of the exemplary embodiments. The technical scope of the present disclosure is not limited to that explained in the embodiments above, and it is possible to make various changes and modifications within the scope of the disclosure. For example, the entire device or a part thereof can be configured with any unit that is functionally or physically distributed or integrated. Furthermore, new exemplary embodiments generated by any combination thereof are included in the exemplary embodiments of the present disclosure. Moreover, the effects of the new exemplary embodiments produced by the combinations also have the effects of the original exemplary embodiments. [Description of reference symbols] 100 vehicles 110 Fuel cell 111 Hydrogen tank 112 converters 120 Secondary battery 121 converters 130 electrical auxiliary device 131 converters 140 converters 141 Engine 144 axle 145 wheel 200 Determination device 210 storage 220 control unit 221 recording unit 222 Identification unit 223 Unit of determination QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2016-049922

[0002]

Claims

[1] Determination device (200), comprising: a detection unit (221) that detects i) a planned route on which a vehicle (100), powered by an engine (141) which is supplied with electrical energy from a fuel cell (110) and a secondary battery (120), is to travel from a current position of the vehicle (100) to a target position a predetermined distance ahead, ii) a road condition of the route and iii) a weight of the vehicle (100) at the current position; an identification unit (222) that identifies a rolling resistance coefficient corresponding to the detected road condition by referring to a data table that links each of a multitude of road conditions to a rolling resistance coefficient when the wheels (145) of the vehicle (100) roll on a road with that road condition; and a determination unit (223) that determines the electrical energy required for the vehicle (100) to travel along the route by using a rolling resistance determined by a product of the identified rolling resistance coefficient and the detected weight. [2] Determining device (200) according to claim 1, wherein the detection unit (221) detects a road condition of a new route extending from the current position of the vehicle (100) to the position that lies a predetermined distance ahead, while the vehicle (100) travels on the route for which the electrical energy has been determined, the identification unit (222) identifies a rolling resistance coefficient that corresponds to the road condition of the new route, and The determining unit (223) determines the electrical energy required to travel along the new route by using the rolling resistance coefficient of a road in the new route and the weight of the vehicle (100). [3] Determining device (200) according to claim 2, wherein the detection unit (221) i) determines a new route extending from a current position of the vehicle (100) to a position a predetermined distance ahead when a predetermined time has elapsed while the vehicle (100) is traveling on the route for which the electrical energy has been determined, and ii) detects a road condition of the determined new route. [4] Determining device (200) according to claim 1, wherein the identification unit (222) identifies a value specified as the initial value of a rolling resistance coefficient as the rolling resistance coefficient of the road in the route when a weather condition of the road is clear or cloudy, and Identifies a rolling resistance coefficient that corresponds to the road condition by referring to the data table when the weather condition of the road is neither clear nor cloudy. [5] Determining device (200) according to claim 1, wherein the unit of determination (223) the electrical energy is determined by using a rolling resistance which is determined by a product of the identified rolling resistance coefficient and the detected weight, when the weight of the vehicle (100) has been detected at the current position, and the electrical energy is determined by using a rolling resistance which is determined by a product of the identified rolling resistance coefficient and a value set as the initial value of the vehicle's weight (100) if the vehicle's weight (100) has not been detected at the current position. [6] Determining device (200) according to claim 1, wherein the identification unit (222) identifies a rolling resistance coefficient that is greater than rolling resistance coefficients corresponding to a wet road condition and an icy road condition when the road condition corresponds to a puddled road condition or a snow-covered road condition. [7] Determination device (200) according to any one of claims 1 to 6, wherein the detection unit (221) sets a first distance, which is the predetermined distance when the current position of the vehicle (100) is in a highway, longer than a second distance, which is the predetermined distance when the current position of the vehicle (100) is in an urban area. [8] Determining device (200) according to any one of claims 1 to 7, wherein the detection unit records a rainfall or snowfall amount for the planned route, and the identification unit i) identifies a correction value corresponding to the recorded amount of rainfall or snowfall by referring to a data table that links each of a multitude of amounts of rainfall or snowfall to a correction value for the rolling resistance coefficient, and ii) identifies a product of a reference value of the rolling resistance coefficient and the identified correction value as the rolling resistance coefficient. [9] Determining device (200) according to claim 5, wherein if the weight of the vehicle (100) at the current position has not been recorded, the initial value is the sum of the weight of the vehicle (100) in a state equipped with the equipment required for the operation of the vehicle (100), and half of a maximum load capacity, which indicates a maximum mass of cargo that can be loaded onto the vehicle (100), and the identification unit a product of the identified rolling resistance coefficient and the recorded weight of the vehicle (100) is identified as the rolling resistance of the planned route if the weight of the vehicle (100) was recorded at the current position, and a product of the initial value and the identified rolling resistance coefficient is identified as the rolling resistance coefficient.

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