Vehicle route selection system and route selection method

Abstract

To set a travel route for improving an energy amount to be substantially consumed with high accuracy about a travel route selection system and a travel route selection method for a vehicle.SOLUTION: According to a disclosed technique, a plurality of candidates for a travel route from a departure place to a destination are selected on the basis of map information related to vehicle travel (A1). A travel time and a travel speed are predicted for each candidate (A2). An energy amount for travel to be consumed to drive a motor and an energy amount for an auxiliary machine to be consumed to drive the auxiliary machine are calculated for each candidate (A4 to A5). The energy amount for travel is calculated on the basis of the travel time and the travel speed (A4), and the energy amount for an auxiliary machine is calculated on the basis of the travel time (A5). The total energy amount is calculated for each candidate on the energy amount for travel and the energy amount for an auxiliary machine (A6). An optimal route for a vehicle is selected on the basis of fundamental information including the total energy amount (A7).SELECTED DRAWING: Figure 8

Description

[Technical Field]

[0001] The present invention relates to a system and method for selecting a driving route for a vehicle equipped with a driving motor and auxiliary equipment. [Background technology]

[0002] Conventionally, in a driving route selection system for a vehicle (such as an electric vehicle or a hybrid vehicle) that uses a battery as an energy source for driving the vehicle, a technology is known that extends the vehicle's cruising range and reduces energy costs by selecting a route with good energy efficiency (see Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 8-178683 Summary of the Invention [Problem to be solved by the invention]

[0004] In order to further improve the cruising distance and energy costs, it is preferable to more accurately estimate the total amount of energy consumed when driving a vehicle from a departure point to a destination.

[0005] The disclosed technology was devised in consideration of such issues, and one of its objectives is to improve the accuracy of estimating the total amount of energy consumed when driving a vehicle from a departure point to a destination. [Means for solving the problem]

[0006] (1) The disclosed vehicle driving route selection system is a driving route selection system for a vehicle equipped with a driving motor and auxiliary equipment, and includes: a setting unit that sets multiple candidate driving routes from a departure point to a destination based on map information related to driving of the vehicle; a first acquisition unit that acquires information on driving time and driving speed for each of the candidates set by the setting unit; a first calculation unit that calculates, for each of the candidates, an amount of driving energy consumed to drive the motor based on the information on the driving time and the driving speed acquired by the first acquisition unit; a second calculation unit that calculates, for each of the candidates, an amount of auxiliary energy consumed to drive the auxiliary equipment based on the information on the driving time acquired by the first acquisition unit; a third calculation unit that calculates a total amount of energy for each of the candidates based on the amount of driving energy calculated by the first calculation unit and the amount of auxiliary energy calculated by the second calculation unit; and a selection unit that selects an optimal route for the vehicle based on basic information including the total amount of energy calculated by the third calculation unit.

[0007] Of the total energy, the amount of energy consumed to drive the traction motor can be estimated from, for example, the distance, speed, and acceleration of the travel route. On the other hand, the amount of energy consumed to drive electrical equipment not used for travel does not necessarily change depending on the distance or speed, but may tend to change depending on the travel time. For example, the amount of energy consumed to drive a freezer or refrigerator installed in the trunk of a truck increases or decreases depending on time, without being affected by the travel speed or acceleration. Existing technology does not sufficiently take into account the difference between these two types of energy, and there is room for improvement in the accuracy of estimating the total energy amount.

[0008] In contrast, in the vehicle driving route selection system of the present disclosure, the total energy amount is calculated taking into account the amount of energy for driving and the amount of energy for auxiliary equipment. In particular, the amount of energy for auxiliary equipment of the present disclosure is calculated taking into account the influence of the time required for driving. When selecting a driving route for the vehicle, the basic information including the total energy amount is used to appropriately evaluate not only the amount of energy for driving consumed by the motor, but also the amount of energy for auxiliary equipment consumed by the auxiliary equipment that is not affected by driving resistance. This improves the accuracy of estimating the total energy amount, and the driving route that comprehensively improves the energy-saving performance of the vehicle can be identified.

[0009] (2) Preferably, when selecting the optimal route, the selection unit selects the candidate with the smallest total energy amount. The candidate with the smallest total energy amount corresponds to the travel route with the highest energy-saving performance of the vehicle. Therefore, by selecting the candidate with the smallest total energy amount, the total energy amount consumed in the process of the vehicle traveling from the departure point to the destination is minimized.

[0010] (3) Preferably, the travel route selection system includes a second acquisition unit that acquires information about an auxiliary load that changes the power consumption of the auxiliary. By acquiring the information about the auxiliary load, the power consumption of the auxiliary is accurately predicted, and the accuracy of calculating the amount of energy for the auxiliary is improved. (4) Preferably, the second calculation unit calculates the amount of energy for the auxiliary equipment based on a map that defines a three-way relationship between the running time, the power consumption of the auxiliary equipment, and the amount of energy for the auxiliary equipment. By using the map, the amount of energy for the auxiliary equipment can be easily calculated in a short time. Furthermore, resources (computational resources) for calculating the amount of energy for the auxiliary equipment can be reduced, and the reliability of control can be improved.

[0011] (5) Preferably, with regard to the traveling time and the traveling speed acquired by the first acquisition unit, the traveling time is the sum of an actual traveling time corresponding to the time the vehicle is moving and a time during which the vehicle is temporarily stopped, and the traveling speed is the average vehicle speed of the vehicle during the actual traveling time. When the average vehicle speed is used as the traveling speed information in this manner, the total energy amount calculation process described below can be simplified and the calculation load can be reduced. This allows the calculation process to be performed by an on-board ECU, eliminating the need for communication with a calculation processing device installed in an off-board server, thereby contributing to reduced communication costs.

[0012] (6) Preferably, with respect to the traveling time and the traveling speed acquired by the first acquisition unit, the traveling speed is a speed profile of the vehicle. In this way, when the speed profile is used as information related to the traveling speed, it is possible to further improve the accuracy of estimating the total amount of energy consumed by the vehicle.

[0013] (7) Preferably, when the power consumption of the auxiliary equipment changes, the setting unit resets the candidate and the selection unit resets the optimal route. Therefore, even if the operating state of the auxiliary equipment changes, a route that comprehensively improves the energy saving performance of the vehicle can be immediately identified.

[0014] (8) Preferably, when the power consumption of the auxiliary equipment changes, the third calculation unit calculates the total amount of energy based on the power consumption of the auxiliary equipment after the change, and the selection unit calculates a vehicle speed range in which the amount of energy decreases compared to the total amount of energy at the vehicle speed before the power consumption of the auxiliary equipment changed and a distance range corresponding to the vehicle speed range, and selects the optimal route based on the distance range. By using the distance range corresponding to the vehicle speed range, it becomes easier to select the candidate in which the total amount of energy decreases, and the resources (computational resources) for selecting the optimal route are reduced.

[0015] (9) The disclosed method for selecting a driving route for a vehicle is a method for selecting a driving route for a vehicle equipped with a driving motor and auxiliary equipment, and includes: setting a plurality of candidate driving routes from a departure point to a destination based on map information related to the driving of the vehicle; acquiring information on driving time and driving speed for each candidate; calculating, for each candidate, an amount of driving energy consumed to drive the motor based on the driving time and the driving speed; calculating, for each candidate, an amount of auxiliary energy consumed to drive the auxiliary equipment based on the driving time; calculating, for each candidate, a total amount of energy for each candidate based on the amount of driving energy and the amount of auxiliary energy; and selecting an optimal route for the vehicle based on basic information including the total amount of energy.

[0016] The total energy amount is calculated by taking into consideration the amount of energy for driving and the amount of energy for auxiliary equipment. By using the basic information including the total energy amount, not only the amount of energy for driving consumed by the motor but also the amount of energy for auxiliary equipment consumed by the auxiliary equipment that is not affected by driving resistance can be appropriately evaluated. This improves the accuracy of estimating the total energy amount, and a route that comprehensively improves the energy-saving performance of the vehicle can be identified. [Effects of the Invention]

[0017] The disclosed technology can improve the accuracy of estimating the total amount of energy consumed by a vehicle. [Brief explanation of the drawings]

[0018] [Figure 1] 1 is a schematic diagram of a vehicle to which a driving route planning system according to an embodiment is applied; [Figure 2] FIG. 2 is a block diagram showing the configuration of the vehicle shown in FIG. [Figure 3] FIG. 2 is a block diagram showing the configuration of the vehicle and the driving route selection system shown in FIG. [Figure 4] FIG. 2 is a schematic diagram showing possible travel routes of the vehicle shown in FIG. [Figure 5]FIG. 4 is a block diagram showing the contents of control executed by the program shown in FIG. 3. [Figure 6] 4 shows examples of graphs related to the program shown in FIG. 3, where (A) is a graph relating to the amount of energy used for driving (electricity consumption rate), (B) is a graph relating to the auxiliary load (power consumption), and (C) is a graph relating to the amount of energy used for auxiliary equipment (electricity consumption rate). [Figure 7] 4 is a graph related to the program shown in FIG. 3, showing the relationship between vehicle speed, total energy amount, auxiliary load, and auxiliary load (power consumption). [Figure 8] 4 is a flowchart showing the contents of control executed by the program shown in FIG. 3. [Figure 9] 10 is a flowchart showing the content of control according to a modified example. DETAILED DESCRIPTION OF THE INVENTION

[0019] A vehicle route selection system and a route selection method will be described as embodiments with reference to the drawings. The embodiments described below are merely examples, and are not intended to exclude various modifications or application of techniques not explicitly described in the following embodiments. Each configuration of the present embodiment can be modified and implemented in various ways without departing from the spirit thereof. Furthermore, the configurations can be selected or combined as needed.

[0020] [1. Device configuration] FIG. 1 is a schematic diagram showing a state in which the side surface (right side surface) of the trunk of a vehicle 1 to which a travel route selection system according to an embodiment is applied is removed. The vehicle 1 is equipped with at least a driving motor 2 and an auxiliary device 4. The vehicle 1 referred to here includes, for example, electrically powered vehicles such as electric vehicles, hybrid vehicles, electric buses, and hybrid buses. The vehicle shown in FIG. 1 is an EV (Electric Vehicle) truck with a refrigeration unit installed in the trunk.

[0021] The motor 2 is an electric motor for driving the wheels to propel the vehicle 1, and is fixed to the body frame below the luggage compartment or the cab. In this embodiment, the motor 2 is, for example, a permanent magnet AC synchronous motor, and functions as both an electric motor and a generator. The motor 2 is powered by power from a battery 3 mounted on the vehicle 1. As shown in FIG. 1 , the battery 3 is fixed to the body frame below the luggage compartment. The battery 3 is, for example, a secondary battery such as a lithium-ion battery.

[0022] The auxiliary equipment 4 is an electrical component mounted on the vehicle 1 and is not related to the driving of the vehicle 1 (an electrical appliance not used for driving). Specific examples of the auxiliary equipment 4 include a compressor for a refrigerator provided in the cab or luggage compartment, an interior temperature regulator, an HVAC system used for heating and cooling the interior of the cab, a power rotating device for a refuse collection vehicle or a mixer vehicle, and temperature control devices such as a battery or inverter. Thus, the auxiliary equipment 4 according to this embodiment is not particularly limited as long as it is an electrical component that is not directly related to the driving of the vehicle itself but can be used while the vehicle is driving, and the total amount of power consumed over time increases as the driving time increases.

[0023] 1 is a refrigerator mounted in the trunk of the vehicle 1, and is installed near the ceiling on the wall of the trunk at the front of the vehicle. This refrigerator incorporates a compressor that compresses a gas refrigerant, a condenser that liquefies the refrigerant, an evaporator that cools the air by vaporizing the liquid refrigerant, and a fan that blows the cooled air into the trunk. The power of the battery 3 is also used to drive the compressor and the cooling fan.

[0024] Figure 2 is a block diagram showing a schematic configuration of the vehicle 1 shown in Figure 1. A driving inverter 5 is installed in the power supply path connecting the motor 2 and the battery 3, and an e-PTO unit 6 consisting of an inverter and a motor is installed between the battery 3 and a compressor, which is an auxiliary machine 4, for example, in the case of a refrigerator.

[0025] The traction inverter 5 is a power converter with a built-in three-phase bridge circuit including multiple switching elements, and converts the DC power of the battery 3 into AC power before supplying it to the motor 2. The traction inverter 5 also converts the AC power on the motor 2 side into DC power before supplying it to the battery 3. As a result, the regenerative power generated by the motor 2 is charged into the battery 3 via the traction inverter 5.

[0026] If the auxiliary equipment 4 is an auxiliary equipment that requires rotational power, such as a compressor, an e-PTO unit 6 consisting of an inverter and a motor is provided. The e-PTO unit 6 can drive the auxiliary equipment 4 consisting of a compressor by converting the power supplied from the battery 3 into rotational power. Furthermore, if the auxiliary device 4 is an electrical product that is driven by DC power, a DC-DC converter (not shown) may be provided.

[0027] As shown in FIG. 2, an auxiliary switch 7, a navigation device 8, a wireless communication device 9, and a control device 10 (ECU; Electronic Control Unit) are provided in the cab of the vehicle 1. The auxiliary switch 7 is an input device that allows the occupant to change the operating state (auxiliary load) of the auxiliary device 4. When the auxiliary device 4 is a refrigerator, the auxiliary switch 7 is provided with a rotary switch for selecting one of multiple temperature ranges. The rotary switch has setting positions corresponding to three types, for example, a dry temperature range (0 to 10°C), a chilled temperature range (-5 to 5°C), and a frozen temperature range (-25 to -15°C). The output of the refrigerator is controlled according to the setting position of the rotary switch.

[0028] The navigation device 8 provides guidance on the driving route of the vehicle 1 based on the positioning information (latitude, longitude, and altitude information) of the vehicle 1 and map information. As shown in FIG. 3, a positioning antenna (so-called GPS antenna) that receives positioning signals transmitted from positioning satellites 15 is connected to the navigation device 8. The navigation device 8 acquires the positioning information of the vehicle 1 based on the positioning signals, and presents map information of the surroundings of the vehicle 1 while comparing this with map information. When the departure point and destination of the vehicle 1 are input by the driver, the navigation device 8 displays a map screen showing the optimal route from the departure point to the destination on a display (display device with a touch panel), and provides visual and audio guidance along the route in accordance with the movement of the vehicle 1.

[0029] The map information referred to here includes not only map information (route information) that shows the shape, layout, and lanes of roads that the vehicle 1 can travel on at reduced scale, but also speed limit information, road gradient information, traffic light information, road surface information, congestion information, flooding information, traffic accident information, construction information, event information, etc. The map information may be stored in advance inside the navigation device 8, or may be stored on a recording medium that can be read by the navigation device 8. Alternatively, the map information may be stored in a server 17 on the network 16, and the navigation device 8 may acquire the map information as needed.

[0030] The wireless communication device 9 is an electronic control device (for example, a mobile communication device, a road-to-vehicle communication device, or an inter-vehicle communication device) for wirelessly communicating with a computer outside the vehicle 1 via a network 16 external to the vehicle 1. As shown in FIG. 3 , the network 16 may also be connected to a server 17 and an electronic terminal 18 carried by an occupant of the vehicle 1. When the navigation device 8 obtains map information from the server 17 or the electronic terminal 18, the map information is transmitted to the navigation device 8 via the wireless communication device 9.

[0031] The control device 10 is an electronic control device (computer) for selecting a travel route for the vehicle 1. As shown in FIG. 3, the control device 10 incorporates a processor 11, a memory 12 (main memory), a storage device 13, and an interface 14, which are connected to each other via an internal bus. The processor 11 is a central processing unit (CPU) incorporating a control unit (control circuit), an arithmetic unit (arithmetic circuit), a cache memory (register group), and the like. The memory 12 is a storage device that stores programs and data in use, and includes, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory).

[0032] The storage device 13 is a storage device that stores data and firmware that are retained for a longer period of time than the memory 12, and examples of such storage devices include non-volatile memories such as flash memory and EEPROM (Electrically Erasable Programmable ROM), hard disk drives, and solid state drives. The interface 14 manages input and output (I / O) between the control device 10 and other in-vehicle devices. The control device 10 is connected to the auxiliary device switch 7, navigation device 8, and wireless communication device 9 via the interface 14. If the control device 10 can read data and programs recorded on a recording medium 19 (such as an optical disk or a semiconductor memory device), the recording medium 19 or a reader for the recording medium 19 is connected to the control device 10 via the interface 14.

[0033] 3 is a wireless communication network provided outside the vehicle 1, and includes, for example, a part of the Internet, an intranet, a local area network, a mobile phone communication network, etc. Also, the server 17 shown in Fig. 3 is a computer equipped with hardware capable of communicating with the control device 10 of the vehicle 1. The server 17 is installed at any location on the network 16.

[0034] 3 is a computer such as a smartphone or tablet terminal carried by a passenger of the vehicle 1. The electronic terminal 18 is connectable to the control device 10 and server 17 of the vehicle 1 via the network 16. The electronic terminal 18 is also capable of directly communicating with the control device 10 via the wireless communication device 9 of the vehicle 1. The server 17 and the electronic terminal 18 are each a computer incorporating a processor, memory (main memory), storage device, and interface, and a description of their specific configurations will be omitted.

[0035] 3, a program 20 (travel route selection program) for selecting a travel route for the vehicle 1 can be executed by, for example, the control device 10, navigation device 8, or wireless communication device 9 of the vehicle 1. A control configuration is also permitted in which a part of the program 20 is executed by the control device 10 and another part of the program 20 is executed by a computer other than the control device 10 (the navigation device 8 or the wireless communication device 9). A control configuration is also permitted in which a part or all of the program 20 is executed on the server 17. Alternatively, a control configuration is also permitted in which a part or all of the program 20 is executed on the electronic terminal 18.

[0036] The program 20 is stored, for example, in the memory 12 or storage device 13 of the control device 10, or in the recording medium 19. Furthermore, part or all of the program 20 can be stored in a storage device (not shown) built into the server 17 or the electronic terminal 18. It is also possible to store part of the program 20 in the control device 10 and the other part in the server 17 or the electronic terminal 18. When the program 20 is stored in the recording medium 19, the recording medium 19 may be read by the control device 10, the server 17, or the electronic terminal 18.

[0037] [2. Control configuration] 3, the program 20 includes a travel route candidate setting unit 21, a basic information acquisition unit 22, an auxiliary equipment information acquisition unit 23, a travel energy amount calculation unit 24, an auxiliary equipment energy amount calculation unit 25, a total energy amount calculation unit 26, an optimal route selection unit 27, and a control unit 28. These are merely a convenient classification of the functions of the program 20, and do not mean that each of them is an element with an individual physical entity.

[0038] The travel route candidate setting unit 21 (setting unit) sets multiple travel route candidates from the departure point to the destination based on map information related to the travel of the vehicle 1. The map information acquired here is stored in the navigation device 8 or the server 17. The information on the departure point and destination may be input by a passenger of the vehicle 1 through the navigation device 8, or may be prepared in advance in the navigation device 8 or the server 17.

[0039] If the vehicle 1 is a logistics truck that collects and delivers cargo, specific examples of the departure location include the location of a transportation company's office or warehouse, the location of a client company, and the current location. Specific examples of the destination location include the location of a warehouse to which the cargo is to be delivered, a waiting area, a designated parking lot, and a parking area. The departure location and destination may not only be preset locations, but may also be specified at any location by the occupant of the vehicle 1. The occupant of the vehicle 1 can input the location information of the departure location and destination using, for example, the navigation device 8 or the electronic terminal 18.

[0040] FIG. 4 is a schematic diagram showing multiple candidate driving routes set by the candidate driving route setting unit 21. Three candidate driving routes are shown here. If the relationship in terms of route length is expressed as an inequality, then "route 1 < route 2 < route 3" holds. Also, if the relationship in terms of the number of traffic lights on the route is expressed as an inequality, then "route 1 > route 2 > route 3" holds. Of the three routes, the route with the longest congested section (or traffic jam time) is route 2. Information on the multiple candidates set here is transmitted to the basic information acquisition unit 22, as shown in FIG. 5.

[0041] The basic information acquisition unit 22 (first acquisition unit) acquires information about travel for each candidate set by the travel route candidate setting unit 21. Here, information about travel time and travel speed is acquired. This information is transmitted to the travel energy amount calculation unit 24 and the auxiliary machine energy amount calculation unit 25, as shown in FIG. 5 . In this embodiment, the basic information acquisition unit 22 acquires information on the travel distance, travel time, and travel speed. The travel distance is calculated based on the length of the route from the departure point to the destination on the map. As information related to traveling speed, average vehicle speed information for each route may be acquired, or a speed profile (correspondence between speed and position or time, or a graph, table, or formula showing that correspondence) which is information on speed changes for each route may be acquired. Furthermore, methods for estimating and acquiring travel time and travel speed information may use known techniques and are not particularly limited. For example, they may be estimated values ​​based on past travel history data or real-time data. Furthermore, these pieces of information may be corrected using real-time information included in map information, such as speed limit information, road gradient information, traffic light information, road surface information, congestion information, flooding information, traffic accident information, construction information, and event information. Here, if the average vehicle speed is used as information related to the traveling speed, the total energy amount calculation process described below can be simplified and the calculation load can be reduced. This allows the calculation processing to be performed by the on-board ECU, eliminating the need for communication with a calculation processing device installed in an off-board server, which also contributes to reducing communication costs. On the other hand, when the speed profile is used as information on the running speed, the amount of energy consumed by the vehicle is R The accuracy of estimating the total amount of energy can be further improved.

[0042] The information related to driving time is the actual driving time required to actually drive the route. The actual driving time is calculated based on the speed limit information, road gradient information, traffic light information, road surface information, congestion information, flooding information, traffic accident information, construction information, event information, etc. contained in the map information. The stopping time is calculated based on the traffic light information, congestion information, flooding information, traffic accident information, construction information, event information, etc.

[0043] The auxiliary information acquisition unit 23 (second acquisition unit) acquires information on auxiliary loads that change the power consumption [kW] of the auxiliary 4. There are no particular limitations on the method for acquiring the auxiliary load information, and known techniques can be applied, for example, past auxiliary usage history data, etc. may be used. Specifically, an estimation map may be used for each auxiliary 4, such as the usage history of the air conditioning / heating device for each outside temperature, or the usage history for each type of cargo in a refrigerated vehicle. For example, if the auxiliary machine 4 is the refrigerator shown in Fig. 1, information on the energy consumption required for each temperature range selected by the auxiliary machine switch 7 that controls the control temperature of the refrigerator is acquired. The acquired auxiliary machine load information is transmitted to the auxiliary machine energy amount calculation unit 25, as shown in Fig. 5. Note that if the power consumption of the auxiliary machine 4 is known, can be easily predicted, or is always approximately constant, the auxiliary machine information acquisition unit 23 may be omitted.

[0044] The traveling energy amount calculation unit 24 (first calculation unit) calculates the amount of traveling energy, which is the amount of energy required for the vehicle to travel each traveling route. The amount of traveling energy may be calculated by applying a known calculation method, for example, based on the information on traveling time and traveling speed acquired by the basic information acquisition unit 22, gradient information on the traveling route, traffic light information, and other map information, while taking into consideration at least one of the traveling resistances including air resistance variation during traveling, acceleration resistance variation, gradient resistance variation, and wheel rolling resistance.

[0045] In this embodiment, the traveling energy amount calculation unit 24 calculates the amount of power consumption related to traveling of the vehicle 1 for each candidate traveling route based on the average vehicle speed that takes into account only the actual traveling time of the vehicle 1. The traveling energy amount calculation unit 24 stores graphs and formulas that define the relationship between vehicle speed and power consumption, as shown in FIG. 6(A), for example. The traveling energy amount calculation unit 24 uses this relationship to calculate the amount of power consumption corresponding to the average vehicle speed, and calculates the product of the power consumption and traveling time as the amount of traveling energy (power consumption). Note that the magnitude of the air resistance (force) acting on the vehicle 1 is proportional to the square of the vehicle speed, and the power (horsepower) of the motor 2 is proportional to the cube of the vehicle speed. Therefore, as shown in FIG. 6(A), as the vehicle speed increases, the amount of power consumption related to traveling of the vehicle 1 increases, and the amount of increase increases.

[0046] The auxiliary energy amount calculation unit 25 (second calculation unit) calculates the amount of auxiliary energy consumed to drive the auxiliary 4 for each candidate driving route based on the information on the driving time acquired by the basic information acquisition unit 22. The amount of auxiliary energy is calculated by multiplying the power consumption [kW] of the auxiliary 4 by the driving time [h]. The expression "to drive the auxiliary 4" means that it includes not only the energy consumed by the auxiliary 4 but also the energy consumed by electrical equipment associated with the auxiliary 4 (for example, the auxiliary switch 7 and indicators that display the operating status of the auxiliary). The information on the amount of auxiliary energy calculated here is transmitted to the total energy amount calculation unit 26, as shown in FIG. 5.

[0047] For example, if the auxiliary device 4 is a compressor, the auxiliary device energy amount calculation unit 25 stores a map or formula that defines the three-way relationship between the driving time, the power consumption of the auxiliary device 4 (compressor control temperature range), and the amount of auxiliary device energy (power consumption), as shown in Figure 6(B), for example. The solid line in Figure 6(B) represents a case where the power consumption of the auxiliary device 4 (compressor control temperature range) is relatively low, the dashed-dotted line represents a case where the power consumption is relatively high, and the dashed line represents a case where the power consumption is intermediate between these. The power consumption of the auxiliary device 4 varies in accordance with the power consumption, and in either case, the amount is proportional to the driving time.

[0048] The auxiliary equipment energy amount calculation unit 25 calculates the amount of auxiliary equipment energy (electric power) using this relationship. Note that Figure 6(C) is a graph showing the relationship between the vehicle speed while the vehicle 1 is traveling and the amount of power consumed by the auxiliary equipment 4 for each level of power consumption of the auxiliary equipment 4. The output of the auxiliary equipment 4 is hardly affected by the vehicle speed, and as the vehicle speed increases, the traveling time of the vehicle 1 (the operating time of the auxiliary equipment 4) decreases. Therefore, as shown in Figure 6(C), as the vehicle speed increases, the amount of power consumed to drive the auxiliary equipment 4 decreases, and the rate of decrease decreases. Note that the solid line in Figure 6(C) represents a case where the power consumption (compressor control temperature range) of the auxiliary equipment 4 is relatively low, the dashed-dotted line represents a case where the power consumption is relatively high, and the dashed line represents a case where the power consumption is intermediate between these two. The power consumption of the auxiliary equipment is higher as the power consumption increases, and lower as the power consumption decreases.

[0049] The total energy amount calculation unit 26 (third calculation unit) calculates the total energy amount for each candidate driving route based on the amount of energy for driving calculated by the driving energy amount calculation unit 24 and the amount of energy for auxiliary machinery calculated by the auxiliary machinery energy amount calculation unit 25. Here, the total energy amount is calculated as the sum of the amount of energy for driving and the amount of energy for auxiliary machinery. Alternatively, the total energy amount may be calculated by adding together the amount of energy for driving multiplied by a predetermined first gain and the amount of energy for auxiliary machinery multiplied by a predetermined second gain. Information on the total energy amount calculated here is transmitted to the optimal route selection unit 27, as shown in FIG. 5.

[0050] Figure 7 is a graph showing the relationship between vehicle speed and the overall power consumption of vehicle 1. The power consumption shown on the vertical axis corresponds to the total amount of energy divided by the distance traveled on that route. In addition, the solid line in Figure 7 represents a case where the power consumption of the auxiliary device 4 is relatively low, the dashed line represents a case where the power consumption is relatively high, and the dashed line represents a case where the power consumption is intermediate between these two. The vehicle speed at which the overall power consumption of vehicle 1 is minimized increases as the power consumption of the auxiliary device 4 increases. In other words, by selecting a route that allows the vehicle 1 to travel at a speed appropriate for the operating state of the auxiliary device 4, the overall power consumption of vehicle 1 can be reduced, and the actual energy consumption of vehicle 1 can be improved.

[0051] The optimum route selection unit 27 (selection unit) selects an optimum route for the vehicle 1 based on basic information including the total energy amount calculated by the total energy amount calculation unit 26. The basic information includes information such as the total energy amount, travel distance, travel time, actual travel time, stopping time, arrival time, average vehicle speed, and whether or not there is a toll road. Information on the optimum route selected here is transmitted to the control unit 28, as shown in FIG. 5.

[0052] The candidate travel route with the smallest total energy amount corresponds to the travel route with the highest energy-saving performance for the vehicle 1. Therefore, for example, by selecting the candidate with the smallest total energy amount, the total energy amount consumed by the vehicle 1 in the process of traveling from the departure point to the destination is minimized. On the other hand, there are cases where it is preferable not to select the candidate with the smallest total energy amount, such as when an arrival time zone at the destination is specified or when the travel route is partially specified depending on the time zone. Therefore, the optimal route selection unit 27 does not select the optimal route based only on the total energy amount, but also selects the optimal route based on basic information including information other than the total energy amount. Therefore, the "optimal route" in this embodiment may include not only "a route with the smallest total energy amount" but also, for example, "a route with the second smallest total energy amount" or "a route with the smallest total energy amount among candidates that satisfy certain conditions, even if it is not the smallest total energy amount among all candidates."

[0053] The control unit 28 transmits information about the optimum route selected by the optimum route selection unit 27 to the navigation device 8 and the wireless communication device 9, and instructs them to provide guidance on the optimum route. The navigation device 8 provides guidance on the driving route from the current location to the destination in response to the instruction from the control unit 28. The navigation device 8 also provides the occupant with information such as the driving distance and driving time to the destination, and the estimated arrival time.

[0054] [3. Flowchart] 8 is a flowchart showing the control content in this embodiment. The control shown in this flow is executed, for example, when the occupant inputs information on the departure point and destination immediately after turning on the main power of the vehicle 1 (turning on the main switch). In step A1, multiple candidates for the travel route from the departure point to the destination are set based on map information related to the travel of the vehicle 1. Here, when the departure point and destination are set as shown in FIG. 4, for example, Route 1, Route 2, and Route 3 are set.

[0055] In step A2, information on the travel distance, travel time, and travel speed for each candidate travel route is acquired. This information is used to calculate the amount of energy for travel and the amount of energy for accessories for each candidate travel route. In the following step A3, information on the auxiliary load that changes the power consumption of the accessories 4 is acquired. The information on the auxiliary load acquired here is used to determine the power rate [kW] (work per unit time) of the accessories 4.

[0056] In step A4, the amount of energy required for the vehicle to travel is calculated for each candidate travel route. .Ma In addition, in step A5, the amount of energy for accessories consumed to drive the accessories 4 while traveling is calculated for each candidate traveling route. The amount of energy for accessories is calculated based on the traveling time.

[0057] In step A6, the total energy amount for each candidate driving route is calculated based on the amount of energy for driving and the amount of energy for auxiliary machinery. The total energy amount is calculated by adding together the amount of energy for driving and the amount of energy for auxiliary machinery. Alternatively, the total energy amount may be calculated by adding together the values ​​obtained by multiplying each energy amount by an individual gain. In the following step A7, an optimal route is selected based on basic information including the total energy amount. Thereafter, in step A8, information about the optimal route is transmitted to the navigation device 8, and the information is provided to the occupants of the vehicle 1.

[0058] [4. Actions and Effects] (1) In the vehicle driving route selection system and driving route selection method of this embodiment, the total energy amount of each candidate driving route is calculated taking into consideration both the amount of energy for driving the vehicle 1 and the amount of energy for auxiliary equipment based on the driving time. Furthermore, basic information including the total energy amount is used when selecting a driving route for the vehicle 1. In other words, not only the amount of energy for driving required for driving each route but also the amount of energy for auxiliary equipment resulting from the driving time are taken into consideration when selecting a driving route.

[0059] In this way, by estimating the amount of auxiliary energy due to the travel time of each candidate route, the estimation accuracy of the total energy amount for each candidate travel route can be improved. In addition, it is possible to grasp a travel route that will comprehensively improve the energy saving performance of the vehicle 1, making it easier to set an appropriate route. Therefore, the total amount of energy that is actually required when the vehicle 1 travels can be calculated by reduction This can improve the energy saving performance of the vehicle 1.

[0060] Furthermore, the driving route selected in this embodiment is a route that allows driving at an average vehicle speed close to the vehicle speed at which power consumption is minimized, for example, on a graph showing the relationship between vehicle speed and power consumption as shown in Fig. 7. For example, if the power consumption of the accessories 4 is relatively low and all of the vehicle speed ranges shown by the solid lines in Fig. 7 are selectable from the candidate driving routes, driving at the vehicle speed shown at point A will be the most energy-efficient driving condition for the vehicle.

[0061] For example, routes with long driving distances, routes that include expressways, routes with few traffic lights, and routes with little congestion tend to have high average vehicle speeds. On the other hand, routes with short driving distances, routes that do not include expressways, routes with many traffic lights, and routes prone to congestion tend to have low average vehicle speeds. For example, assuming that route 1 shown in Figure 4 is the shortest route but has the longest actual driving time due to the many traffic lights and congestion, and route 3 is the longest route but has the shortest actual driving time due to the few traffic lights and congestion, and the driving resistances are substantially the same, the higher the power consumption of auxiliary equipment 4, the more likely route 3 is to be selected. However, if the power consumption of auxiliary equipment based on the actual driving time is not taken into account, the accuracy of estimating the total energy amount for each candidate driving route will be insufficient, which could result in route 1, which has the highest total energy amount, being selected preferentially.

[0062] (2) When selecting an optimal route based on basic information, if a control configuration is adopted that selects the candidate with the smallest total energy amount, it is possible to minimize the total energy amount consumed by the vehicle 1 in the process of traveling from the departure point to the destination. This makes it possible to improve the electric power cost and running cost of the vehicle 1, and further improve the energy-saving performance of the vehicle 1. In addition, since the energy consumption of the vehicle 1 is reduced, it is possible to reduce, for example, the number of times (charging frequency) the battery 3 is charged, thereby extending the life of the battery 3.

[0063] (3) Furthermore, when a control configuration that acquires information about the auxiliary load is employed, the power consumption of the auxiliary device 4 can be predicted with high accuracy, thereby improving the accuracy of calculating the amount of auxiliary energy. This control configuration is useful when calculating the amount of auxiliary energy for an auxiliary device 4 whose load is variable. Note that, for example, if an auxiliary device switch 7 as shown in FIG. 2 is present, it is easy to understand the settings of the auxiliary device switch 7, and the power consumption of the auxiliary device 4 can be easily calculated. Even if the auxiliary device switch 7 is not present, the power consumption of the auxiliary device 4 can be accurately calculated by, for example, acquiring information about the power (the product of voltage and current) supplied to the auxiliary device 4.

[0064] (4) As shown in Figure 6(B), when calculating the amount of energy for the auxiliary equipment, it is useful to use a control configuration that uses a map that defines the three-way relationship between the running time, the power consumption of the auxiliary equipment 4, and the amount of energy for the auxiliary equipment (power consumption amount). In other words, by using the map, the amount of energy for the auxiliary equipment can be easily calculated in a short time, and the performance required for the processor 11 and memory 12 built into the control device 10 can be reduced, thereby reducing manufacturing costs.

[0065] Furthermore, it is possible to reduce resources (computational resources such as power, time, and memory space) required to calculate the amount of energy for auxiliary equipment. Therefore, it is possible to suppress interference with and intrusion into control executed by other on-board electronic control units, thereby improving the reliability of control. Note that, when a control configuration is adopted in which the server 17 or the electronic terminal 18 calculates the amount of energy for auxiliary equipment, it is possible to reduce traffic (amount of communication data) on the network 16 and the calculation load on the server 17 and the electronic terminal 18.

[0066] [5. Modifications] In the above-described embodiment, control is executed and an optimum route is selected when the occupant inputs information on the departure point and destination. If the destination is changed while the vehicle 1 is traveling, the control shown in Fig. 8 is executed again, for example, and an optimum route is selected again. On the other hand, even if the destination has not changed, there are cases where it is better to reselect the optimum route. That is, when the load on the auxiliary equipment 4 changes while traveling (or when the load on the auxiliary equipment 4 is changed). In this case, a travel route may be selected that results in better power costs and power consumption after the change than before the change. Figure 9 is a flowchart for explaining the control flow for setting the optimum route when the load on the auxiliary equipment 4 changes while traveling (or when the load on the auxiliary equipment 4 is changed). In step B1, the total energy calculation unit 26 calculates the current power consumption. The current power consumption is calculated as the sum of the power consumption related to the running of the vehicle 1 shown in FIG. 6(A) and the power consumption related to the driving of the auxiliary equipment 4 shown in FIG. 6(C), for example. In the following step B2, it is determined whether the auxiliary equipment load has changed. If the auxiliary equipment load has not changed, the control for that calculation cycle is terminated, and step B1 is executed again in the next calculation cycle. On the other hand, if the auxiliary equipment load has changed, the process proceeds to step B3.

[0067] In step B3, candidate driving routes from the current location to the destination are searched for based on map information, and multiple candidates are set. The control content of step B3 corresponds to the control content of step A1 in the flow shown in FIG. 8. In the following step B4, the total energy amount for each candidate driving route is calculated. The control content of step B4 corresponds to steps A2 to A6 in the flow shown in FIG. 8. Then, in step B5, a vehicle speed range in which power consumption is improved is identified. The vehicle speed range identified here means "a vehicle speed range that the re-route search system can adopt in order to further improve the total energy amount, even if the load on the auxiliary equipment changes during driving." Specifically, the example shown in Fig. 7 shows a case where the auxiliary load is initially low when the route is initially selected, and a route with a vehicle speed of point A is selected based on the curve shown by the solid line. In such a case, if the auxiliary load fluctuates during driving and the driving conditions change to one where the auxiliary load is high and the total energy amount is indicated by the curve shown by the dashed dotted line, when a new route is searched, it can be seen that the vehicle speed range that can be taken to improve the total energy amount from point B is vehicle speed range W shown in Fig. 7.

[0068] In step B6, a distance range corresponding to the vehicle speed range calculated in step B5 is calculated. The distance range is calculated by multiplying the minimum and maximum values ​​of the vehicle speed range by the travel distance of each candidate travel route. In step B7, an optimal route is selected based on basic information including the total energy amount for each candidate travel route and the distance range. For example, the optimal route is selected preferentially from candidates whose travel distance falls within the distance range, and candidates whose travel distance does not fall within the distance range are excluded. Thereafter, in step B8, information about the optimal route is transmitted to navigation device 8, and the information is provided to the occupants of vehicle 1. The control content of step B8 corresponds to step A8 in the flow shown in FIG. 8. In this way, by taking into account such a vehicle speed range W and calculating the distance range corresponding to the vehicle speed range W before re-searching the route, the probability of selecting a route that can reduce the total amount of energy can be increased even if the auxiliary load fluctuates during driving.

[0069] (8) In the modified vehicle driving route selection system and driving route selection method, when the power consumption of the auxiliary equipment 4 changes, the candidate driving routes are reset and the optimum route is reselected. The change in the power consumption of the auxiliary equipment 4 is reflected in the amount of energy for the auxiliary equipment. On the other hand, by resetting the candidate driving routes and reselecting the optimum route, the estimated value of the total energy amount is updated and the estimation accuracy is improved. Therefore, even if the operating state of the auxiliary equipment 4 changes, it is possible to immediately grasp the route that will comprehensively improve the energy saving performance of the vehicle 1. Therefore, the total amount of energy that is actually required when the vehicle 1 travels can be determined by reduction This can improve the energy saving performance of the vehicle 1.

[0070] (9) In addition, by calculating the vehicle speed range in which the power consumption of the auxiliary device 4 is improved by changing the power consumption of the auxiliary device 4 and selecting the optimal route based on the distance range corresponding to the speed range, it is possible to easily grasp the travel route that will comprehensively improve the energy saving performance of the vehicle 1, and it becomes easy to set an appropriate route. Therefore, the total amount of energy that is actually required when the vehicle 1 travels can be calculated as follows: reduction This can improve the energy saving performance of the vehicle 1. In addition, it can reduce the resources (computational resources such as power, time, and memory space) required to select the optimal route, thereby improving the reliability of control. [Explanation of symbols]

[0071] 1 vehicle 2 motors 3 Battery 4 Auxiliary equipment 5. Traction inverter 6 e-PTO unit 7 Auxiliary switch 8 Navigation devices 9. Wireless communication devices 10 Control Unit (ECU) 11 processors 12 Memory 13 Storage device 14 Interface 15 Positioning satellites 16 Network 17 Servers 18 Electronic Devices 19 Recording media 20 Programs 21 Driving route candidate setting unit (setting unit) 22 Basic information acquisition department (first acquisition department) 23 Auxiliary equipment information acquisition unit (second acquisition unit) 24 Driving energy amount calculation unit (first calculation unit) 25 Auxiliary energy amount calculation unit (second calculation unit) 26 Total energy amount calculation unit (third calculation unit) 27 Optimal route selection unit (selection unit) 28 Control Unit

Claims

1. A driving route selection system for a vehicle equipped with a driving motor and auxiliary equipment, a setting unit that sets a plurality of candidate driving routes from a departure point to a destination based on map information related to the driving of the vehicle; a first acquisition unit that acquires information on a travel time and a travel speed for each of the candidates set by the setting unit; a first calculation unit that calculates, for each candidate, an amount of energy for driving consumed to drive the motor based on the information on the driving time and the driving speed acquired by the first acquisition unit; a second calculation unit that calculates, for each of the candidates, an amount of auxiliary energy consumed to drive the auxiliary based on the information on the running time acquired by the first acquisition unit; a third calculation unit that calculates a total energy amount for each of the candidates based on the amount of energy for driving calculated by the first calculation unit and the amount of energy for accessories calculated by the second calculation unit; and a selection unit that selects an optimal route for the vehicle based on basic information including the total amount of energy calculated by the third calculation unit, When the power consumption of the auxiliary device changes while the vehicle is running, The setting unit sets the candidate again, and the selection unit selects the optimum route again. Vehicle route selection system.

2. The selection unit selects the candidate having the smallest total energy amount when selecting the optimum route.

2. The vehicle route planning system according to claim 1.

3. a second acquisition unit that acquires information about an auxiliary load that changes the power consumption of the auxiliary 3. A vehicle route planning system according to claim 1 or 2.

4. The second calculation unit calculates the amount of energy for the auxiliary equipment based on a map in which a three-way relationship between the running time, the power consumption of the auxiliary equipment, and the amount of energy for the auxiliary equipment is defined. The vehicle route planning system according to any one of claims 1 to 3.

5. With respect to the traveling time and the traveling speed acquired by the first acquisition unit, The travel time is the sum of an actual travel time corresponding to the time the vehicle is moving and a stop time during which the vehicle is temporarily stopped, The traveling speed is the average speed of the vehicle during the actual traveling time. The vehicle route planning system according to any one of claims 1 to 4.

6. With respect to the traveling time and the traveling speed acquired by the first acquisition unit, The traveling speed is a speed profile of the vehicle. The vehicle route planning system according to any one of claims 1 to 4.

7. A method for selecting a driving route for a vehicle equipped with a driving motor and auxiliary equipment, comprising: setting a plurality of candidate driving routes from a departure point to a destination based on map information related to the driving of the vehicle; Acquire information on travel time and travel speed for each of the candidates; calculating, for each candidate, an amount of energy for driving the motor, the amount of energy consumed for driving the motor, based on the driving time and the driving speed; calculating, for each of the candidates, an amount of auxiliary energy consumed to drive the auxiliary based on the running time; calculating a total energy amount for each of the candidates based on the amount of energy for driving and the amount of energy for auxiliary machinery; selecting an optimal route for the vehicle based on basic information including the total energy amount; If the power consumption of the auxiliary equipment changes while the vehicle is traveling, the candidates are set again and the optimum route is selected again. A method for selecting a vehicle travel route, comprising:

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