Effect calculation device

Abstract

To contribute to appropriate reduction in fuel consumption in accordance with a traveling state of a vehicle.SOLUTION: An effect calculation apparatus 2 comprises: a vehicle-speed pattern generation unit (52) that generates a vehicle-speed variation pattern for a vehicle; an energy conservation setting unit (51) that specifies energy conservation means for saving consumption energy consumed in the vehicle; and an energy calculation unit (55) that calculates each of an application effect indicating the consumption energy when the energy conservation means is applied to the vehicle-speed variation pattern and a non-application effect indicating the consumption energy when the energy conservation means is not applied to the vehicle-speed variation pattern.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This disclosure relates to an effect calculation device. [Background technology]

[0002] As a driver assistance device that informs the driver of methods for low-fuel-consumption driving, the device described in Patent Document 1 below has been proposed. The driver assistance device described in Patent Document 1 below determines whether or not the vehicle is in a high-fuel-consumption driving state based on the history of vehicle information from a group of sensors. If the driver assistance device determines that the vehicle is in a high-fuel-consumption driving state, it generates low-fuel-consumption driving instruction information, which is instruction information for achieving a low-fuel-consumption driving state, based on the history of vehicle information. The driver assistance device informs the driver of the generated low-fuel-consumption driving instruction information. [Prior art documents] [Patent Documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2011-210084 [Overview of the Initiative] [Problems that the invention aims to solve]

[0004] Patent Document 1 determines whether a vehicle is in a fuel-efficient driving state based on a uniform standard, regardless of the vehicle's driving conditions. For example, if a vehicle is judged to be in a fuel-efficient driving state when its acceleration is above a certain level, then it is judged to be in a fuel-efficient driving state uniformly, whether it is driving in a city where acceleration and deceleration are frequent throughout the entire journey, or driving on a highway where acceleration and deceleration are infrequent throughout the entire journey. However, while suppressing vehicle acceleration contributes significantly to fuel efficiency improvement when driving in a city, it contributes less to fuel efficiency improvement when driving on a highway.

[0005] Therefore, the invention described in Patent Document 1 may actually force the driver to engage in fuel-efficient driving that has little practical benefit, and may not necessarily achieve effective fuel reduction. Furthermore, with the invention described in Patent Document 1, effective judgments cannot be made until data is accumulated, so for example, the fuel-saving effect cannot be known before use begins.

[0006] This disclosure aims to provide an effect calculation device that can contribute to appropriate fuel consumption reduction according to the vehicle's driving conditions. [Means for solving the problem]

[0007] This disclosure relates to an effect calculation device, The vehicle is scheduled to travel. In the route 、 A vehicle speed pattern generation unit (52) generates a vehicle speed fluctuation pattern, and a unit that saves energy consumed in the vehicle. Among multiple energy-saving measures, the one applied is based on user input information. An energy-saving setting unit (51) that identifies energy-saving means, and a vehicle speed fluctuation pattern Identified The application effect shows the energy consumption when energy-saving measures are applied, and the vehicle speed fluctuation pattern. Identified The system includes an energy calculation unit (55) that calculates the non-application effect, which indicates the energy consumption when energy-saving measures are not applied, and the energy calculation unit (55) that calculates the non-application effect. [Effects of the Invention]

[0008] According to this disclosure, it is possible to provide an effect calculation device that can contribute to appropriate fuel consumption reduction according to the driving conditions of the vehicle. [Brief explanation of the drawing]

[0009] [Figure 1] Figure 1 is a block diagram illustrating the effect calculation device according to this embodiment. [Figure 2] Figure 2 is a flowchart illustrating the information processing flow using the effect calculation device shown in Figure 1. [Figure 3] Figure 3 is a diagram illustrating an example of a vehicle speed fluctuation pattern to which energy-saving measures are applied. [Figure 4] Figure 4 is a diagram illustrating an example of a vehicle speed fluctuation pattern to which energy-saving measures are applied. [Figure 5] Figure 5 is a diagram illustrating an example of energy calculation. [Figure 6] Figure 6 is a diagram illustrating energy calculation in electric vehicles. [Figure 7] Figure 7 shows an example of electrical system efficiency in energy calculation. [Figure 8] Figure 8 shows an example of engine efficiency in calculating the energy of a gasoline-powered vehicle. [Figure 9] Figure 9 shows an example of engine efficiency in energy calculation. [Figure 10] Figure 10 is an information processing flow using the effect calculation device shown in Figure 1, and is a flowchart for explaining the information processing flow that includes the process of calculating a vehicle speed fluctuation pattern from driving route information. [Figure 11] Figure 11 shows an example of acceleration information. [Figure 12] Figure 12 shows an example of deceleration information. [Figure 13] Figure 13 shows an example of driving data. [Figure 14] Figure 14 shows an example of stopping data. [Figure 15] Figure 15 shows an example of vehicle speed fluctuation pattern data. [Figure 16] Figure 16 is a diagram illustrating an example of a vehicle speed fluctuation pattern to which energy-saving measures are applied. [Figure 17] Figure 17 shows an example of converting the relationship between vehicle speed and distance to a relationship between vehicle speed and time. [Figure 18] Figure 18 is an information processing flow using the effect calculation device shown in Figure 1, and is a flowchart illustrating the information processing flow that includes the process of selecting a vehicle speed fluctuation pattern. [Figure 19] Figure 19 shows an example of a selectable vehicle speed variation pattern. [Figure 20] Figure 20 shows an example of a selectable vehicle speed variation pattern. [Figure 21] Figure 21 shows an example of a selectable vehicle speed variation pattern. [Figure 22] Figure 22 shows an example of a selectable vehicle speed variation pattern. [Figure 23] Figure 23 shows an example of how the calculated effect is displayed. [Modes for carrying out the invention]

[0010] This embodiment will be described below with reference to the attached drawings. To facilitate understanding of the explanation, the same reference numerals are used for identical components in each drawing whenever possible, and redundant explanations are omitted.

[0011] Figure 1 is a diagram illustrating the functional components of the effect calculation device 2 in this embodiment. As shown in Figure 1, the effect calculation device 2 includes a vehicle speed characteristic information storage unit 41, a driving route information storage unit 42, a route traffic information storage unit 43, a driving load information storage unit 45, an energy saving setting unit 51, a vehicle speed pattern generation unit 52, a driving load calculation unit 54, an energy calculation unit 55, and an information display unit 57. The effect calculation device 2 is a computer system with a CPU, memory, communication interface, etc., as its hardware configuration. The effect calculation device 2 is configured to exchange information with the vehicle via a network.

[0012] The vehicle speed characteristic information storage unit 41 is the part that stores vehicle speed fluctuation patterns as vehicle speed characteristic information. Vehicle speed characteristic information may be set for each vehicle model, or it may be set as information common to multiple vehicle models. For example, as shown in Figure 3, it is stored as a vehicle speed fluctuation pattern VP1 that shows the relationship between the passage of time and vehicle speed. For example, as shown in Figure 9, information that identifies the relationship between vehicle speed and acceleration is stored as a vehicle speed fluctuation pattern. Also, as shown in Figure 10, information that identifies the relationship between vehicle speed and deceleration is stored as a vehicle speed fluctuation pattern. The vehicle speed fluctuation patterns stored in the vehicle speed characteristic information storage unit 41 are not limited to these. Acceleration or deceleration may be fixed values. Vehicle speed characteristic information may be stored in advance, obtained from a server each time, or set by the user.

[0013] The route information storage unit 42 is the part that stores route information for the route the vehicle will travel. Here, route information includes, for example, latitude information, longitude information, altitude information, and location type information along the route the vehicle is scheduled to travel, from the current location to the destination. Latitude information is information indicating the latitude of a certain point. Longitude information is information indicating the longitude of a certain point. Altitude information is information indicating the altitude of a certain point.

[0014] Location type information indicates the type of a particular location. Location type identifies factors that affect changes in vehicle speed. For example, type "0" indicates "passing through," and type "1" indicates "stopping point."

[0015] The route traffic information storage unit 43 is the part that stores traffic information for the route the vehicle is traveling. Here, traffic information refers to, for example, congestion information, construction information, accident information, and driving conditions that affect the vehicle's speed, such as the presence or absence of intersections and traffic lights along the route. Traffic information also includes information regarding legal speed limits.

[0016] The running load information storage unit 45 is the part that stores the running load information necessary for estimating the running load. The running load is calculated using acceleration resistance, air resistance, gradient resistance, and rolling resistance, so this information is stored as running load information.

[0017] The vehicle speed characteristic information storage unit 41, the driving route information storage unit 42, the route traffic information storage unit 43, and the driving load information storage unit 45 may be provided in physically different memory devices, or they may be integrated into a single memory device, for example.

[0018] The energy-saving setting unit 51 is the part that identifies energy-saving means to conserve energy consumed in the vehicle. Energy-saving means include accelerator opening adjustment to suppress the accelerator opening of the vehicle, and air conditioning adjustment to suppress the air conditioning intensity of the vehicle. The energy-saving setting unit 51 may also identify energy-saving means based on information input from the user.

[0019] The vehicle speed pattern generation unit 52 is the part that generates the vehicle speed fluctuation pattern. The vehicle speed pattern generation unit 52 generates the vehicle speed fluctuation pattern for the driving route specified by the driving route information. The vehicle speed pattern generation unit 52 generates the vehicle speed fluctuation pattern by inferring it based on the driving route information and the traffic information for the driving route specified by the driving route information. The vehicle speed pattern generation unit 52 generates the vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates. The vehicle speed pattern generation unit 52 generates a pattern of correlation between vehicle speed and time, taking into account the time to maintain the vehicle speed, in addition to the pattern of correlation between distance and vehicle speed.

[0020] The driving load calculation unit 54 calculates the driving load based on the distance-vehicle speed relationship pattern generated by the vehicle speed pattern generation unit 52 and the driving load information stored in the driving load information storage unit 45. The energy calculation unit 55 calculates the energy required for driving based on the driving load calculated by the driving load calculation unit 54. The information display unit 57 informs the user of the results calculated by the energy calculation unit 55.

[0021] Next, the information processing flow using the effect calculation device 2 will be explained with reference to Figure 2. In step S101, the vehicle speed pattern generation unit 52 selects the vehicle type. The vehicle type may be selected based on user input information or may be pre-set. The vehicle type may be a category such as passenger car, heavy truck, or medium-sized truck, or it may be a specific vehicle name.

[0022] In step S102, following step S101, the energy-saving setting unit 51 sets the energy-saving means. The energy-saving means may be accelerator opening adjustment that suppresses the accelerator opening of the vehicle. For example, while the standard vehicle speed fluctuation pattern releases the accelerator 10 seconds before the vehicle speed becomes 0, the energy-saving means may be set to release the accelerator 15 seconds before the vehicle speed becomes 0 for comparison.

[0023] Energy-saving measures may include adjusting the air conditioning to suppress the intensity of the vehicle's air conditioning. For example, if the outside temperature is 5°C, the standard air conditioning temperature setting may be 25°C, but the energy-saving measure may set the air conditioning temperature to 20°C.

[0024] In step S103, following step S102, the vehicle speed pattern generation unit 52 reads the base vehicle speed fluctuation pattern. The base vehicle speed fluctuation pattern is stored in the vehicle speed characteristic information storage unit 41. An example of the base vehicle speed fluctuation pattern is the vehicle speed fluctuation pattern VP1 shown in Figure 3, which illustrates the relationship between the passage of time and vehicle speed.

[0025] In step S104, following step S103, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern before applying the energy-saving means. The vehicle speed pattern generation unit 52 may use the vehicle speed fluctuation pattern read in step S103 as is, or it may use a combination of multiple vehicle speed fluctuation patterns that it has read.

[0026] In step S105, following step S104, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern after applying the energy-saving means. For example, if the selected energy-saving means is accelerator opening adjustment that suppresses the accelerator opening of the vehicle, the vehicle speed fluctuation pattern is generated as illustrated in Figure 4. In the example in Figure 4, the solid line represents the vehicle speed fluctuation pattern before applying the energy-saving means. In the vehicle speed fluctuation pattern before applying the energy-saving means, the accelerator is released 10 seconds before stopping. As an energy-saving means, the timing of releasing the accelerator is advanced by 5 seconds, so that the accelerator is released 15 seconds before the point at which the vehicle stops in the vehicle speed fluctuation pattern before applying the energy-saving means. As a result, the vehicle speed fluctuation pattern after providing the energy-saving means is shown as a dashed line. In the example in Figure 3, vehicle speed fluctuation pattern VP1 is the vehicle speed fluctuation pattern before applying the energy-saving means. When the energy-saving means of advancing the timing of releasing the accelerator is applied as explained with reference to Figure 4, the vehicle speed fluctuation pattern becomes VP2.

[0027] In step S106, following step S105, the energy calculation unit 55 calculates the energy consumption before applying the energy-saving measures. To calculate the energy consumption, the energy calculation unit 55 uses a vehicle speed fluctuation pattern V(t) and a driving horsepower P, as illustrated in Figure 5. drv (t) is required. The vehicle speed fluctuation pattern V(t) is the one generated in steps S104 and S105. Driving horsepower P drv Since the driving load is required to calculate (t), the driving load calculation unit 54 calculates the driving load. The driving load can be estimated from acceleration resistance, air resistance, gradient resistance, and rolling resistance. The driving load can be expressed by driving resistance and driving horsepower. Driving resistance can be calculated using parameters such as gross vehicle weight, air resistance coefficient, frontal projected area, and rolling resistance coefficient. These parameters are stored in the driving load information storage unit 45 for each vehicle type selected in step S101.

[0028] Subscripts below indicate the value before applying energy-saving measures as "1" and the value after applying energy-saving measures as "2". Running resistance F drv_1 (t) is calculated using the following equation (f01). F drv_1 (t) = Wa(t) + 0.5 * ρ * Cd * Av 2 (t) + μWg + Wgsinθ(t) ···(f01) t: Time W: Total vehicle weight a(t): Acceleration at time t ρ: Air density Cd: Air resistance coefficient A: Frontal projected area v(t): Velocity at time t μ: Rolling resistance coefficient g: Gravitational acceleration θ(t): Gradient between the location at time t and the location at time t - 1

[0029] The air density ρ may be a fixed value of 1.293 kg / m 3 It may also be calculated from the air temperature. The gravitational acceleration g may be a fixed value of 9.8 m / s 2 It may also be preset. The gradient θ(t) can be obtained from the latitude - longitude information and elevation information of the driving route information.

[0030] The driving horsepower P drv_1 (t) is calculated using the following formula (f02). P drv_1 (t) = F drv_1 (t) * v(t) ···(f02)

[0031] Figure 6 shows an example of a system in the case of an electric vehicle. In the system illustrated in Figure 6, the system efficiency of the electric system (MG - INV) is R elec and the efficiency of the mechanical system is R mech The efficiency R mech of the mechanical system can use a fixed value such as 70%. The efficiency R mech of the mechanical system indicates that the energy input to the mechanical system is transmitted to the drive wheels with an efficiency of R mech to generate the driving horsepower P drv (t). Therefore, the energy P´ drv_1 (t) input to the mechanical system can be calculated by the following formula (f03). P' drv_1 (t)=P drv_1 (t) / R mech ...(f03)

[0032] Electrical system efficiency R elec R is a function of the energy input from the electrical system to the mechanical system, and is defined, for example, as illustrated in Figure 7. The efficiency R of the electrical system elec_1 P' is the energy input to the mechanical system. drv_1 It is a function of (t) and can be calculated using the following equation (f04). R elec_1 =f(P') drv_1 (t)) ···(f04)

[0033] P'' is the energy supplied to the electrical system for driving. drv_1 (t) can be calculated using the following equation (f05). P'´ drv_1 (t)=P' drv_1 (t) / R elec_1 ...(f05)

[0034] The energy required to power the air conditioner and auxiliary equipment is P other_1 Let (t) be P other_1 (t) may be a fixed value such as 5kW. When using the set value for the air conditioner as an energy-saving measure, the power P corresponding to the difference between the outside temperature and the target temperature is used instead of a fixed value. ac_1 It can be used. Power P ac_1 This is maintained as a map, determined by the relationship between the outside temperature and the target temperature increase. For example, if the outside temperature is 5°C and the air conditioner's set temperature is 25°C, the target temperature increase will be 20°C. The power P is calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 20°C. ac_1 Power P can be calculated. ac_1 P other_1 (t) is incorporated into the power P. ac_1 P other_1 (t) is also acceptable, and power P ac_1 Adding the energy required to drive other auxiliary components to P other_1 (t) is also acceptable.

[0035] Required power P sum_1 (t) is calculated using the following equation (f06). P sum_1 (t)=P´´ drv_1 (t) + P other_1 (t) ···(f06)

[0036] P sum_1 When (t) < 0, the energy is stored in the battery as regenerative energy. The energy calculation unit 55 calculates P sum_1 (t) is integrated over time, and the required energy amount E sum_1 This is calculated using the following formula (f07). E sum_1 =Σ(P sum_1 (t)*(t―(t-1))) ···(f07)

[0037] This embodiment can be used not only for electric vehicles but also for gasoline-powered vehicles. Figure 8 shows an example system for a gasoline-powered vehicle. In the system illustrated in Figure 8, the engine efficiency is R eng Let R be the efficiency of the mechanical system. mech The efficiency of the mechanical system R is considered to be... mech A fixed value such as 70% can be used. Mechanical system efficiency R mech The energy input to the mechanical system is efficient R mech The power is transmitted to the drive wheels, and the horsepower P drv This indicates that (t) is generated. Therefore, the energy P' input to the mechanical system. drv_1 (t) can be calculated using the following equation (f08). P' drv_1 (t)=P drv_1 (t) / R mech ...(f08)

[0038] In addition to providing energy for driving, the engine also supplies energy to power the air conditioner and auxiliary equipment. The energy required to power the air conditioner and auxiliary equipment is P other_1 Let (t) be P other_1(t) may be a fixed value such as 5kW. When using the set value for the air conditioner as an energy-saving measure, the power P corresponding to the difference between the outside temperature and the target temperature is used instead of a fixed value. ac_1 It can be used. Power P ac_1 This is maintained as a map, determined by the relationship between the outside temperature and the target temperature increase. For example, if the outside temperature is 5°C and the air conditioner's set temperature is 25°C, the target temperature increase will be 20°C. The power P is calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 20°C. ac_1 Power P can be calculated. ac_1 P other_1 (t) is incorporated into the power P. ac_1 P other_1 (t) is also acceptable, and power P ac_1 Adding the energy required to drive other auxiliary components to P other_1 (t) is also acceptable.

[0039] Engine efficiency R eng R is a function of the energy input from the engine to the mechanical system and the energy used to drive auxiliary equipment, and is defined as illustrated in Figure 9, for example. Engine efficiency R eng_1 P sum It is a function of (t) and can be calculated using the following equation (f09). R eng_1 =g(P sum (t)) ···(f09)

[0040] Power P' sum_1 (t) is calculated using the following equations (f10)(f11). P sum_1 (t)=P' drv_1 (t) + P other_1 (t) ···(f10) P' sum_1 (t)=P sum_1 (t) / R eng_1 ...(f11)

[0041] Since regenerative braking vehicles do not store energy, only positive values ​​are considered. P'´ sum_1 (t)=P' sum_1(t)(P´ sum_1 (t)>0) ···(f12)

[0042] The energy calculation unit 55 time-integrates P´´ sum_1 (t) and calculates the required energy amount E sum_1 using the following equation (f13). E sum_1 =Σ(P´´ sum_1 (t)*(t―(t-1))) ···(f13)

[0043] In step S107 following step S106, the energy calculation unit 55 calculates the energy consumption after applying the energy-saving means. The running resistance F drv_2 (t) is calculated using the following equation (f14). F drv_2 (t)=Wa(t)+0.5*ρ*Cd*Av 2 (t)+μWg+Wgsinθ(t) ···(f14) t: time W: total vehicle weight a(t): acceleration at time t ρ: air density Cd: air resistance coefficient A: frontal projected area v(t): speed at time t μ: rolling resistance coefficient g: gravitational acceleration θ(t): gradient between the location at time t and the location at time t-1

[0044] The air density ρ may be a fixed value of 1.293 kg / m 3 It may also be calculated from the air temperature. The gravitational acceleration g may be a fixed value of 9.8 m / s 2 It may also be preset. The gradient θ(t) may be obtained from the latitude and longitude information and elevation information of the driving route information.

[0045] The driving horsepower P drv_2 (t) is calculated using the following equation (f15). P drv_2 (t)=F drv_2(t)*v(t) ···(f15)

[0046] Energy P' input to the mechanical system drv_2 (t) is the energy P' described above. drv_1 Similar to (t), it can be calculated using the following equation (f16). P' drv_2 (t)=P drv_2 (t) / R mech ...(f16)

[0047] Electrical system efficiency R elec_2 P' is the energy input to the mechanical system. drv_2 It is a function of (t) and can be calculated using the following equation (f17). R elec_2 =f(P') drv_2 (t)) ···(f17)

[0048] P'' is the energy supplied to the electrical system for driving. drv_2 (t) can be calculated using the following formula (f18). P'´ drv_2 (t)=P' drv_2 (t) / R elec_2 ...(f18)

[0049] The energy required to power the air conditioner and auxiliary equipment is P other_2 Let (t) be P other_2 (t) may be a fixed value such as 5kW. When using the set value for the air conditioner as an energy-saving measure, the power P corresponding to the difference between the outside temperature and the target temperature is used instead of a fixed value. ac_2 It can be used. Power P ac_2 This is maintained as a map, determined by the relationship between the outside temperature and the target temperature increase. For example, if the outside temperature is 5°C and the air conditioner's set temperature is 20°C, the target temperature increase is 15°C. The power P is calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 15°C. ac_2 Power P can be calculated. ac_2 P other_2 (t) is incorporated into the power P. ac_2 P other_2(t) is also acceptable, and power P ac_2 Adding the energy required to drive other auxiliary components to P other_2 (t) is also acceptable.

[0050] Required power P sum_2 (t) is calculated using the following equation (f19). P sum_2 (t)=P´´ drv_2 (t) + P other_2 (t) ···(f19)

[0051] P sum_2 When (t) < 0, the energy is stored in the battery as regenerative energy. The energy calculation unit 55 calculates P sum_2 (t) is integrated over time, and the required energy amount E sum_2 This is calculated using the following formula (f20). E sum_2 =Σ(P sum_2 (t)*(t―(t-1))) ···(f20)

[0052] As described above, this embodiment can be applied not only to electric vehicles but also to engine-powered vehicles. Energy P' input to the mechanical system drv_2 (t) can be calculated using the following equation (f21). P' drv_2 (t)=P drv_2 (t) / R mech ...(f21)

[0053] In addition to providing energy for driving, the engine also supplies energy to power the air conditioner and auxiliary equipment. The energy required to power the air conditioner and auxiliary equipment is P other_2 Let (t) be P other_2 (t) may be a fixed value such as 5kW. When using the set value for the air conditioner as an energy-saving measure, the power P corresponding to the difference between the outside temperature and the target temperature is used instead of a fixed value. ac_2 It can be used. Power P ac_2This is maintained as a map, determined by the relationship between the outside temperature and the target temperature increase. For example, if the outside temperature is 5°C and the air conditioner's set temperature is 20°C, the target temperature increase is 15°C. The power P is calculated from the relationship between the outside temperature of 5°C and the target temperature increase of 15°C. ac_2 Power P can be calculated. ac_2 P other_2 (t) is incorporated into the power P. ac_2 P other_2 (t) is also acceptable, and power P ac_2 Adding the energy required to drive other auxiliary components to P other_2 (t) is also acceptable.

[0054] Engine efficiency R eng_1 Similarly, engine efficiency R eng_2 is P sum_2 It is a function of (t) and can be calculated using the following equation (f22). R eng_2 =g(P sum_2 (t)) ···(f22)

[0055] Power P' sum_2 (t) is calculated using the following equations (f23)(f24). P sum_2 (t)=P' drv_2 (t) + P other_2 (t) ···(f23) P' sum_2 (t)=P sum_2 (t) / R eng_2 ...(f24)

[0056] Since regenerative braking vehicles do not store energy, only positive values ​​are considered. P'´ sum_2 (t)=P' sum_2 (t)(P' sum_2 (t)>0) ···(f25)

[0057] The energy calculation unit 55 is P'' sum_2 (t) is integrated over time, and the required energy amount E sum_2 This is calculated using the following formula (f26). E sum_2 =Σ(P´´sum_2 (t)*(t―(t-1))) ···(f26)

[0058] In step S108, following step S107, the energy calculation unit 55 calculates the effect of applying the energy-saving measures. The energy calculation unit 55 calculates the energy-saving effect X using the following equation (f27). X=(1-E sum_2 / E sum_1 )*100 ···(f27)

[0059] In step S109, following step S108, the user is notified of the energy-saving effect X calculated in step S108.

[0060] Referring to Figure 10, we will now explain the method for generating vehicle speed fluctuation patterns based on driving path information. The processes in steps S101 and S102 were explained with reference to Figure 2, so we will omit their explanation here.

[0061] In step S201, following step S102, the vehicle speed pattern generation unit 52 sets the basic characteristics of the vehicle speed fluctuation pattern. More specifically, the vehicle speed pattern generation unit 52 acquires and sets information regarding the acceleration and deceleration of the vehicle speed fluctuation pattern. The vehicle speed pattern generation unit 52 acquires information regarding acceleration and deceleration from the information stored in the vehicle speed characteristic information storage unit 41.

[0062] The vehicle speed pattern generation unit 52 may obtain information regarding acceleration and deceleration from information stored on another server. The vehicle speed pattern generation unit 52 may also obtain information regarding acceleration and deceleration from manual setting information by the user. The acceleration and deceleration may be fixed values, or they may be defined as functions correlated with vehicle speed, as illustrated in Figures 11 and 12. The vehicle speed pattern generation unit 52 outputs the basic characteristics of the set vehicle speed fluctuation pattern to the driving load calculation unit 54.

[0063] In step S202, following step S201, the vehicle speed pattern generation unit 52 acquires driving route information. The driving route information is stored in the driving route information storage unit 42. In step S203, following step S202, the vehicle speed pattern generation unit 52 acquires traffic information. The traffic information is stored in the route traffic information storage unit 43.

[0064] Referring to Figures 13 and 14, an example of the driving route information and traffic information acquired by the vehicle speed pattern generation unit 52 will be explained. Figure 13 is an example of driving route information. Latitude and longitude information are set for nine points i=1,2,3,4,5,6,7,8,9.

[0065] Figure 14 shows an example of the driving route information and traffic information for each point illustrated in Figure 13. Point i=1 has latitude (1), longitude (1), altitude (1), type 1, and legal speed limit of 50 km / h. Type 1 is a "stopping point". Point i=2 has latitude (2), longitude (2), altitude (2), type 0, and legal speed limit of 50 km / h. Type 0 is "passing through". Point i=3 has latitude (3), longitude (3), altitude (3), type 0, and legal speed limit of 50 km / h.

[0066] Point i=4 has latitude (4), longitude (4), altitude (4), type 1, and a legal speed limit of 50 km / h. Point i=5 has latitude (5), longitude (5), altitude (5), type 0, and a legal speed limit of 40 km / h. Point i=6 has latitude (6), longitude (6), altitude (6), type 1, and a legal speed limit of 40 km / h.

[0067] Point i=7 has latitude (7), longitude (7), altitude (7), type 1, and a legal speed limit of 50 km / h. Point i=8 has latitude (8), longitude (8), altitude (8), type 0, and a legal speed limit of 50 km / h. Point i=9 has latitude (9), longitude (9), altitude (9), type 1, and a legal speed limit of 50 km / h.

[0068] The explanation continues with reference to Figure 10. In step S204, following step S203, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern before the application of energy-saving measures. The vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern based on the basic characteristics set in step S201 and the driving route information and traffic information stopping probability acquired in steps S202 and S203.

[0069] Referring to Figure 15, the vehicle speed fluctuation pattern generated by the vehicle speed pattern generation unit 52 before the application of energy-saving measures will be explained. The vehicle speed fluctuation pattern shown in Figure 15 is generated by the vehicle speed pattern generation unit 52 based on the driving route information and traffic information exemplified in Figures 13 and 14. The vehicle, having departed from point i=1, accelerates to the legal speed of 50 km / h. The acceleration is the acceleration set in step S201. Points i=2 and i=3 are passed without stopping.

[0070] At point i=4, the vehicle comes to a stop. The vehicle approaching point i=4 decelerates from the legal speed limit of 50 km / h. The deceleration is the deceleration set in step S201. After coming to a stop at point i=4, the vehicle accelerates to the legal speed limit of 40 km / h. The acceleration is the acceleration set in step S201.

[0071] The vehicle passes through point i=5. It stops at point i=6. The vehicle heading towards point i=6 decelerates from the legal speed limit of 40 km / h. The deceleration is the deceleration set in step S201. The vehicle, having stopped at point i=6, accelerates to the legal speed limit of 50 km / h. The acceleration is the acceleration set in step S201.

[0072] At point i=7, the vehicle stops. Vehicles approaching point i=7 decelerate from the legal speed limit of 50 km / h. The deceleration is the deceleration set in step S201. After stopping at point i=7, the vehicle accelerates to the legal speed limit of 50 km / h. The acceleration is the acceleration set in step S201. Point i=8 is passed through. At point i=9, the vehicle stops. Vehicles approaching point i=9 decelerate from the legal speed limit of 50 km / h. The deceleration is the deceleration set in step S201.

[0073] After generating a vehicle speed fluctuation pattern with respect to position as shown in Figure 15, the vehicle speed pattern generation unit 52 converts it into a vehicle speed fluctuation pattern with respect to time. The vehicle speed pattern generation unit 52 can change the stopping time according to the stopping type of the location. An example of changing the stopping time will be explained with reference to Figure 17. Figure 17(A) illustrates a vehicle speed fluctuation pattern with respect to position. In the example shown in Figure 17(A), the first stopping point is stopping type 1, and the next stopping point is stopping type 2. Since stopping type 1 is a "signal stop," the stopping time is set to 40 seconds. Since stopping type 2 is a "bus stop," the stopping time is set to 30 seconds. By reflecting this stopping time, the vehicle speed fluctuation pattern with respect to time shown in Figure 17(B) can be generated. The vehicle speed fluctuation pattern generated in this way is handled in the same way as the vehicle speed fluctuation pattern exemplified in Figure 5.

[0074] In step S205, following step S204, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern after the energy-saving means have been applied. After generating the vehicle speed fluctuation pattern described with reference to Figure 15, the vehicle speed pattern generation unit 52 incorporates the vehicle speed change due to the early acceleration of the accelerator-off timing, as described with reference to Figure 4, for example, to generate a vehicle speed fluctuation pattern after the energy-saving means have been provided. An example of the vehicle speed fluctuation pattern after the application of the energy-saving means generated in this way is shown in Figure 16. After generating a vehicle speed fluctuation pattern for position as shown in Figure 16, the vehicle speed pattern generation unit 52 converts it into a vehicle speed fluctuation pattern for the time axis. The vehicle speed fluctuation pattern generated in this way is handled in the same way as the vehicle speed fluctuation pattern illustrated in Figure 5.

[0075] Once the process in step S205 is completed, the process proceeds to step S106 in Figure 2. The processes from step S106 onward have already been explained, so their explanation will be omitted here.

[0076] Referring to Figure 18, we will explain the method for selecting from a predetermined set of vehicle speed variation pattern candidates. The processes in steps S101 and S102 were explained with reference to Figure 2, so we will omit their explanation here.

[0077] In step S301, following step S102, the vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern by selecting from a plurality of vehicle speed variation pattern candidates.

[0078] As an example, as shown in Figure 19, vehicle speed fluctuation pattern B, selected by the user from vehicle speed fluctuation pattern A, vehicle speed fluctuation pattern B, and vehicle speed fluctuation pattern C, is generated as the vehicle speed fluctuation pattern before the application of the energy-saving means.

[0079] The vehicle speed pattern generation unit 52 can generate a vehicle speed variation pattern by combining multiple candidate vehicle speed variation patterns. For example, Figure 20 shows a vehicle speed variation pattern for driving 10 km on a public road with a legal speed limit of 50 km / h. Figure 21 shows a vehicle speed variation pattern for driving 30 km on a highway with a legal speed limit of 80 km / h. By combining these, a vehicle speed variation pattern like the one shown in Figure 22 can be generated.

[0080] Once step S301 is completed, the process proceeds to step S105 in Figure 2. The processes from step S105 onward have already been explained, so their explanation will be omitted here.

[0081] Figure 23 shows an example of how the energy-saving effect X calculated by the effect calculation device 2 is notified. As shown in Figure 23, the information used to generate the vehicle speed fluctuation pattern, the generated vehicle speed fluctuation pattern, and information indicating that the energy-saving effect X is 10% are included. In the screen shown in the example in Figure 23, buttons for vehicle selection, route information loading, and energy-saving settings are provided. The user can input the respective information by pressing these buttons.

[0082] The effect calculation device 2 according to this embodiment comprises a vehicle speed pattern generation unit 52, an energy saving setting unit 51, and an energy calculation unit 55. The vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern. The energy saving setting unit 51 identifies energy saving means to save energy consumed in the vehicle. The energy calculation unit 55 calculates an application effect, which shows the energy consumption when the energy saving means is applied to the vehicle speed fluctuation pattern, and a non-application effect, which shows the energy consumption when the energy saving means is not applied to the vehicle speed fluctuation pattern.

[0083] In this embodiment, the energy consumption when energy-saving measures are applied to the vehicle speed fluctuation pattern can be compared with the energy consumption when energy-saving measures are not applied to the vehicle speed fluctuation pattern, allowing for the selection of energy-saving measures according to the vehicle's driving conditions. Furthermore, since the energy-saving effect can be calculated without accumulating data, the fuel consumption reduction effect can be known, for example, before use begins.

[0084] In this embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern for the driving route specified by the driving route information. Since the vehicle speed pattern generation unit 52 generates the vehicle speed fluctuation pattern from the driving route, it can generate vehicle speed fluctuation patterns for various driving routes, including not only predetermined driving routes but also actual driving routes and driving routes that are planned to be driven. The energy calculation unit 55 calculates the energy consumption for these diversely generated vehicle speed fluctuation patterns, so it can select an appropriate energy-saving measure.

[0085] In this embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by inferring it based on the driving route information and the traffic information on the driving route specified by the driving route information. The energy calculation unit 55 calculates the effect of applying energy-saving measures using the applied pattern when energy-saving measures are applied to the vehicle speed fluctuation pattern, and calculates the effect of not applying them using the non-applied pattern when energy-saving measures are not applied to the vehicle speed fluctuation pattern.

[0086] Since the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern based on the driving route and traffic information, it can generate a vehicle speed fluctuation pattern that takes into account factors that affect energy consumption, such as speed limits and stop signs along the driving route.

[0087] In this embodiment, the vehicle speed pattern generation unit 52 generates a vehicle speed fluctuation pattern by selecting from a plurality of vehicle speed fluctuation pattern candidates. The energy calculation unit 55 calculates the application effect using the application pattern when energy-saving means are applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when energy-saving means are not applied to the vehicle speed fluctuation pattern.

[0088] The vehicle speed pattern generation unit 52 generates a vehicle speed variation pattern by selecting from a plurality of vehicle speed variation pattern candidates. For example, it is possible to present the user with a plurality of vehicle speed variation pattern candidates and use the selected vehicle speed variation pattern as the vehicle speed variation pattern. It is also possible to select two or more vehicle speed variation pattern candidates from the plurality of candidates and combine them to create a vehicle speed variation pattern. By using a plurality of pre-prepared vehicle speed variation patterns, it becomes possible to generate a variety of vehicle speed variation patterns.

[0089] In this embodiment, the energy-saving means can be accelerator opening adjustment, which suppresses the accelerator opening of the vehicle. In this case, the energy calculation unit 55 calculates the effect of application using the application pattern when accelerator opening adjustment is applied to the vehicle speed fluctuation pattern, and calculates the effect of non-application using the non-application pattern when accelerator opening adjustment is not applied to the vehicle speed fluctuation pattern. By reflecting accelerator opening adjustment in the vehicle speed pattern, the energy calculation unit 55 can calculate a more accurate energy-saving effect.

[0090] In this embodiment, the energy-saving means can be air conditioning adjustment that suppresses the intensity of the vehicle's air conditioning. In this case, the energy calculation unit 55 calculates the effect of application by adding the energy consumption when air conditioning adjustment is applied to the energy consumption due to the vehicle speed fluctuation pattern, and also calculates the effect of non-application by adding the energy consumption when air conditioning adjustment is not applied to the energy consumption due to the vehicle speed fluctuation pattern. By taking into account the energy consumption due to air conditioning adjustment in addition to the energy consumption due to the vehicle speed pattern, the energy calculation unit 55 can calculate a more accurate energy-saving effect.

[0091] The embodiments have been described above with reference to specific examples. However, this disclosure is not limited to these specific examples. Modifications made to these specific examples by those skilled in the art are also included within the scope of this disclosure, as long as they retain the features of this disclosure. The elements, their arrangement, conditions, shapes, etc., of each of the aforementioned specific examples are not limited to those illustrated and can be modified as appropriate. The elements of each of the aforementioned specific examples can be combined in different ways as appropriate, as long as no technical inconsistencies arise. [Explanation of Symbols]

[0092] 2: Effect calculation device 51: Energy saving settings section 52: Vehicle speed pattern generation unit 54: Driving load calculation unit 55: Energy Calculation Unit 57: Information display section

Claims

1. An effect calculation device, A vehicle speed pattern generation unit (52) generates a vehicle speed fluctuation pattern for the vehicle along the route it is scheduled to travel, Among the multiple energy-saving means for saving energy consumed in the aforementioned vehicle, an energy-saving setting unit (51) identifies the energy-saving means to be applied based on user input information, An effect calculation device comprising an energy calculation unit (55) that calculates an application effect showing the energy consumption when the energy-saving means specified for the vehicle speed fluctuation pattern is applied, and a non-application effect showing the energy consumption when the energy-saving means specified for the vehicle speed fluctuation pattern is not applied.

2. The effect calculation device according to claim 1, The vehicle speed pattern generation unit is an effect calculation device that generates a vehicle speed fluctuation pattern for a driving route identified by the driving route information.

3. The effect calculation device according to claim 2, The vehicle speed pattern generation unit, The vehicle speed fluctuation pattern is generated by making inferences based on the aforementioned driving route information and traffic information on the driving route identified by the aforementioned driving route information. The energy calculation unit, An effect calculation device that calculates the application effect using the application pattern when the energy-saving means is applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when the energy-saving means is not applied to the vehicle speed fluctuation pattern.

4. The effect calculation device according to claim 1, The vehicle speed pattern generation unit generates the vehicle speed variation pattern by selecting from a plurality of vehicle speed variation pattern candidates. The energy calculation unit, An effect calculation device that calculates the application effect using the application pattern when the energy-saving means is applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when the energy-saving means is not applied to the vehicle speed fluctuation pattern.

5. An effect calculation device according to any one of claims 1 to 4, If the energy-saving means identified based on the user input information is an accelerator opening adjustment that suppresses the accelerator opening of the vehicle, The energy calculation unit, An effect calculation device that calculates the application effect using the application pattern when the accelerator opening adjustment is applied to the vehicle speed fluctuation pattern, and calculates the non-application effect using the non-application pattern when the accelerator opening adjustment is not applied to the vehicle speed fluctuation pattern.

6. An effect calculation device according to any one of claims 1 to 4, If the energy-saving means identified based on the user input information is an air conditioning adjustment that suppresses the air conditioning intensity of the vehicle, The energy calculation unit, An effect calculation device that calculates the effect of application by adding the energy consumption when the air conditioning adjustment is applied to the energy consumption due to the vehicle speed fluctuation pattern, and calculates the effect of non-application by adding the energy consumption when the air conditioning adjustment is not applied to the energy consumption due to the vehicle speed fluctuation pattern.

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