JP2011016465A - Travel energy calculation system for vehicle - Google Patents

Abstract

The present invention provides a vehicular running energy calculation system capable of accurately calculating the running energy of a vehicle.
A vehicle travel energy calculation system 1 includes an ECU 8 and a vehicle DB 9 mounted on a vehicle, and a center DB 12 installed in a center C. The vehicle DB 9 stores vehicle parameters, detection values of various sensors, speed deviation values and acceleration deviation values of the driver of the own vehicle. The center DB 12 stores road parameters, speed characteristic data of a plurality of drivers at arbitrary points, acceleration characteristic data, and the like. Based on the speed deviation values and acceleration deviation values of the driver of the host vehicle and the speed characteristic data and acceleration characteristic data of the plurality of drivers, the ECU 8 speeds and accelerates when the host vehicle passes through an arbitrary point on the travel route. And a traveling power calculation unit 16 for determining the traveling power of the host vehicle based on the estimation result.
[Selection] Figure 1

Description

  The present invention relates to a vehicular travel energy calculation system that calculates the travel energy of a vehicle.

  As a conventional technique for calculating the travel energy of a vehicle, for example, as described in Patent Document 1, information on a planned travel route of a vehicle is acquired, and drive energy (travel) required to travel the planned travel route Those who seek energy) are known.

JP 2000-287302 A

  However, in the above prior art, the driving behavior characteristics (mainly traveling speed) of the driver are not considered at all. For this reason, there is a possibility that the travel energy cannot be calculated with high accuracy.

  An object of the present invention is to provide a vehicular travel energy calculation system that can accurately calculate the travel energy of a vehicle.

  The present invention is a vehicular travel energy calculation system that calculates the travel energy of a vehicle, and the vehicle travels at an arbitrary point based on a speed deviation value of the driver of the vehicle and speed characteristic data of a plurality of drivers. Speed estimation means for estimating the travel speed of the vehicle, and travel energy calculation means for obtaining travel energy when the vehicle travels at an arbitrary point using the travel speed estimated by the speed estimation means. Is.

  Thus, in the vehicle travel energy calculation system of the present invention, the travel speed when the vehicle travels at an arbitrary point is estimated based on the speed deviation value of the driver of the vehicle and the speed characteristic data of the plurality of drivers. To do. For this reason, the traveling speed in consideration of the driving behavior characteristic (driving habit) of the driver of the vehicle can be obtained. Thereby, the driving | running | working speed can be used and the driving | running | working energy with sufficient precision reflecting the driving | operation characteristic of a driver | operator can be obtained.

  Preferably, the vehicle further includes first storage means for storing a speed deviation value of the driver of the vehicle and second storage means for storing speed characteristic data of a plurality of drivers at arbitrary points on the travel route of the vehicle.

  At this time, preferably, the first storage means is mounted on the vehicle, and the second storage means is installed outside the vehicle. For example, when the number of drivers of the vehicle is one (for example, only the owner), the vehicle travel energy calculation system can be most easily realized by adopting such a configuration.

  The vehicle further includes driver specifying means for specifying the driver of the vehicle, wherein the first storage means and the second storage means are installed outside the vehicle, and the speed estimation means is the driving specified by the driver specifying means. The traveling speed when the vehicle travels at an arbitrary point may be estimated based on the speed deviation value of the driver and the speed characteristic data of a plurality of drivers. In this case, even when there are a plurality of drivers who drive one vehicle such as a rental car or a car share, for example, the driver's driving behavior is determined by specifying the driver of the vehicle by the driver specifying means. A traveling speed in consideration of the characteristics can be obtained.

  Preferably, the travel energy calculation means is based on the travel speed estimated by the speed estimation means, the parameters relating to the vehicle, and the parameters relating to the road through which the vehicle passes, and the gradient resistance, air resistance, acceleration resistance, and rolling resistance at an arbitrary point. To calculate the running energy. The travel energy is obtained by multiplying the travel resistance (the sum of the gradient resistance, air resistance, acceleration resistance, and rolling resistance) and the travel speed. Therefore, the travel energy can be easily obtained by using the travel speed, the parameters related to the vehicle, and the parameters related to the road.

  According to the present invention, it is possible to obtain highly accurate travel energy that reflects the driving behavior characteristics of the driver of the vehicle.

It is a block diagram which shows the outline of one Embodiment of the traveling energy calculation system for vehicles concerning this invention. It is a figure which shows the concept which calculates | requires the driver's speed deviation value and acceleration deviation value with respect to the point which the driver has already passed. It is a figure which shows the concept which estimates the speed and acceleration of the vehicle which the driver | operator drives with respect to the point which the driver has not passed. It is a flowchart which shows the detail of the procedure of the speed deviation value calculation process performed by the speed deviation value calculating part shown in FIG. It is a flowchart which shows the detail of the procedure of the acceleration deviation value calculation process performed by the acceleration deviation value calculation part shown in FIG. It is a flowchart which shows the procedure of the traveling power calculation process performed by the traveling power calculating part shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates the traveling speed shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates the required power by the gradient resistance shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates the required power by the air resistance shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates the acceleration and gear stage which were shown in FIG. It is a graph which shows an example of distribution of gear stage characteristic data. It is a flowchart which shows the detail of the process sequence which estimates the required power by the acceleration resistance shown in FIG. It is a table | surface which shows an example of the table showing the relationship between a gear stage and a rotation part equivalent mass. It is a flowchart which shows the detail of the process sequence which calculates | requires the rolling resistance coefficient used for estimation of the required power by rolling resistance shown in FIG. It is a graph which shows an example of the linear function which makes speed abscissa and rolling resistance the ordinate. It is a flowchart which shows the detail of the process sequence which estimates the required power by rolling resistance shown in FIG. It is a block diagram which shows the outline of other embodiment of the traveling energy calculation system for vehicles concerning this invention. It is a flowchart which shows the detail of the procedure of the speed deviation value calculation process performed by the speed deviation value calculating part shown in FIG. It is a flowchart which shows the detail of the procedure of the acceleration deviation value calculation process performed by the acceleration deviation value calculating part shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates a traveling speed by the traveling energy calculating part shown in FIG. It is a flowchart which shows the detail of the process sequence which estimates an acceleration and a gear stage by the driving | running | working energy calculating part shown in FIG.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of a vehicular running energy calculation system according to the invention will be described in detail with reference to the drawings.

  FIG. 1 is a block diagram showing an outline of an embodiment of a vehicular running energy calculation system according to the present invention. In the figure, a vehicular running energy calculation system 1 according to the present embodiment includes a navigation 2 mounted on a vehicle, a vehicle speed sensor 3, an acceleration sensor 4, an engine torque sensor 5, a rotation speed sensor 6, a gear stage sensor 7, an ECU ( An electronic control unit) 8, a vehicle database (vehicle DB) 9, and a communication device 10, and a controller 11, a center database (center DB) 12, and a communication device 13 installed in the center C are provided.

  The navigation 2 detects the current position of the host vehicle using GPS (Global Positioning System), provides driving route guidance to the destination of the host vehicle, or from the information in the road map database stored in the built-in memory. The road alignment information on which the vehicle is traveling is acquired.

  The vehicle speed sensor 3 detects the vehicle speed (traveling speed) of the host vehicle. The acceleration sensor 4 detects the acceleration of the host vehicle. The engine torque sensor 5 detects the engine torque of the host vehicle. The rotation speed sensor 6 detects the engine rotation speed of the host vehicle. The gear stage sensor 7 detects the used gear stage of the host vehicle.

In the vehicle DB 9, vehicle parameters (static information of vehicle specifications and physical constants) related to the host vehicle, vehicle speed sensor 3, acceleration sensor 4, engine torque sensor 5, rotation speed sensor 6, and gear stage sensor 7 are detected at each time. The value, the speed deviation value of the driver of the own vehicle at an arbitrary point, the acceleration deviation value and the gear stage deviation value, the total speed deviation value, the total acceleration deviation value and the total gear stage deviation value of the driver of the own vehicle are stored. As vehicle parameters, there are vehicle mass m, gravitational acceleration g, efficacy coefficient C _d , air density ρ, and front projection area A.

  The ECU 8 inputs information of the navigation 2, inputs detection signals of the vehicle speed sensor 3, acceleration sensor 4, engine torque sensor 5, rotation speed sensor 6 and gear stage sensor 7, writes / reads data to / from the vehicle DB 9, and the communication device 10. Wireless communication with the center C is performed, and the travel energy when the host vehicle travels on the travel route is calculated.

  The controller 11 of the center C performs wireless communication with the ECU 8 via the communication device 13 and controls the center C as a whole. The center DB 12 stores road parameters relating to the road on which the vehicle is traveling, speed characteristic data of a plurality of drivers at arbitrary points, acceleration characteristic data, and gear stage characteristic data. The road parameters include a road inclination angle θ and rolling resistance coefficients μ and μ ′.

  Specifically, the ECU 8 includes a speed deviation value calculation unit 14, an acceleration deviation value calculation unit 15, and a traveling power calculation unit 16. The speed deviation value calculation unit 14 obtains a speed deviation value of the driver of the host vehicle. The acceleration deviation value calculation part 15 calculates | requires the acceleration deviation value of the driver | operator of the own vehicle. When the host vehicle passes through an arbitrary point on the travel route based on the speed deviation value and acceleration deviation value of the driver of the host vehicle and the speed characteristic data and acceleration characteristic data of a plurality of drivers. The vehicle speed and acceleration of the vehicle are estimated, and the traveling energy (traveling power) of the host vehicle is obtained based on the estimation result.

  Regarding the calculation processing of the speed deviation value calculation unit 14, the acceleration deviation value calculation unit 15, and the traveling power calculation unit 16, first, the speed and acceleration when the driver of the host vehicle travels on a road that has never passed. A method for estimating the running power and estimating the running power will be briefly described.

  FIG. 2 is a diagram illustrating a concept for obtaining the speed deviation value and the acceleration deviation value of the driver A with respect to the point P that the driver A has already passed. In the figure, since the point P is a road that other drivers have passed through, the speed information and acceleration information of many drivers at the point P are collected in the center DB 12.

First, in that on the basis of the driver A's own speed v _AP and the acceleration a _AP in the velocity information and acceleration information and the point P of many such drivers, to all the data gathered in the center DB12 and population A speed deviation value and an acceleration deviation value of the driver A are calculated. Then, by adding past deviation value information including driving on other roads by the driver A to the speed deviation value and acceleration deviation value, an average value of the speed deviation value and acceleration deviation value of the driver A (overall) Speed deviation value and acceleration deviation value) are calculated. Here, 61 and 64 are calculated as the speed deviation value and acceleration deviation value of the current run at the point P, respectively, and 60 and 65 are obtained as comprehensive speed deviation values and acceleration deviation values in consideration of past deviation value information. Are calculated respectively.

  FIG. 3 is a diagram showing a concept of estimating the speed and acceleration of the vehicle driven by the driver A with respect to the point Q where the driver A has never passed. In the figure, in the center DB 12, speed information and acceleration information of many drivers are aggregated as travel characteristic data (speed characteristic data and acceleration characteristic data), and a numerical distribution of a population related to speed and acceleration is obtained. ing.

Here, since the total speed deviation value and acceleration deviation value of the driver A are already known, the speed v _AQ and the acceleration a _AQ of the driver A are estimated from the values and the numerical distribution of the population. Then, based on the speed and acceleration of the driver A, the vehicle parameters registered in the vehicle DB 9 and the road parameters registered in the center DB 12, the travel power when the vehicle driven by the driver A travels the point Q. Guess.

The travel power is obtained by multiplying the travel resistance F by the travel speed v. The running resistance F is represented by the following formula.
F = μmg + μ'mg · v + C d ρA · v 2/2 + mgsinθ + (m + m *) a
Where μ: Rolling resistance coefficient (not proportional to speed)
μ ': Rolling resistance coefficient (in proportion to speed)
m: Vehicle mass [kg] (value including crew and cargo)
g: Gravity acceleration [9.8m / s ² ]
v: Speed [m / s]
C _d : Efficacy factor
ρ: Air density [1.25kg / m ³ ]
A: Front projection area [m ² ]
θ: Inclination angle [rad]
m ^* : Rotating part equivalent mass [kg]
a: Acceleration [m / s ² ]

  FIG. 4 is a flowchart showing details of the procedure of the speed deviation value calculation process executed by the speed deviation value calculation unit 14. Here, the vehicle travels at an arbitrary point (referred to as point R) on the travel route, and the point R may be a road that the driver of the vehicle passes for the first time, or a road that has been passed several times. But it ’s okay.

In the figure, first enter the measurement value of the vehicle speed sensor 3 at the point R (speed) _{v r,} and stores it in the vehicle DB9 (Step S101). Subsequently, in order to form a distribution for the running speed of the various driver through the point R in the past, up to the center DB12 via the communication device 10, 13 and controller 11 the measurement value v _r of the vehicle speed sensor 3 (Procedure S102). Subsequently, speed characteristic data of a plurality of drivers at the point R is acquired from the center DB 12 via the controller 11 and the communication devices 13 and 10 (step S103). The speed characteristic data forms a distribution as shown in the left graph of FIG. Subsequently, from the velocity v _r which is measured at a rate characteristic data and the vehicle speed sensor 3, obtains the speed deviation value Tv _n relating to the driver of the vehicle (Step S104). Then, it stores the speed deviation value Tv _n the vehicle DB9 (Step S105).

  Subsequently, a plurality of past speed deviation values related to the driver of the host vehicle are read out from the vehicle DB 9 (step S106). At this time, the speed deviation value may be classified into several meaningful categories such as road type, weather, time zone, etc., and only the speed deviation value of the corresponding category may be read out. For example, by reading only the speed deviation value stored in the national road and sunny category, the speed is high on a wide road when it is sunny, but the speed drops extremely when it rains. It becomes possible to cope with.

Subsequently, an average value Tv _ave of a plurality of speed deviation values is calculated by the following formula, and this value is set as an overall speed deviation value (step S107).
Tv _ave = (Tv ₁ + Tv ₂ +... + Tv _n ) / n

Then, store the total speed deviation value Tv _ave vehicle DB9 (Step S108). At this time, when reading the speed deviation value for each category in step S106, the total speed deviation value Tv _ave for each category is stored accordingly.

  FIG. 5 is a flowchart showing details of the procedure of acceleration deviation value calculation processing executed by the acceleration deviation value calculation unit 15. Again, the vehicle travels at the arbitrary point R described above.

In the figure, first enter the measurement value of the acceleration sensor 4 at the point R (acceleration) _{a r,} and stores it in the vehicle DB9 (Step S111). Subsequently, in order to form a distribution relating to the acceleration of various drivers who have passed through the point R in the past, the measurement value a _r of the acceleration sensor 4 is uploaded to the center DB 12 via the communication devices 10 and 13 and the controller 11 ( Procedure S112). Subsequently, acceleration characteristic data of a plurality of drivers at the point R is acquired from the center DB 12 via the controller 11 and the communication devices 13 and 10 (procedure S113). For example, the acceleration characteristic data has a distribution as shown in the graph on the right side of FIG. Then, from the acceleration a _r measured by the acceleration characteristic data and the acceleration sensor 4, obtains the acceleration deviation value Ta _n relating to the driver of the vehicle (Step S114). Then, stores the acceleration deviation value Ta _n the vehicle DB9 (Step S115).

  Subsequently, a plurality of past acceleration deviation values related to the driver of the host vehicle are read out from the vehicle DB 9 (step S116). At this time, similarly to the above, the acceleration deviation values may be classified for each category, and only the acceleration deviation values of the corresponding category may be read.

Subsequently, an average value Ta _ave of a plurality of acceleration deviation values is calculated by the following equation, and this value is set as a total acceleration deviation value (step S117). Then, the total acceleration deviation value Ta _ave is stored in the vehicle DB 9 (step S118).
Ta _ave = (Ta ₁ + Ta ₂ +... + Ta _n ) / n

  FIG. 6 is a flowchart showing the procedure of the traveling power calculation process executed by the traveling power calculation unit 16.

  In the figure, first, the traveling speed of the host vehicle is estimated (step S121). Details of this step S121 are shown in FIG.

In FIG. 7, based on the information of the navigation 2, it is first determined whether or not the driver of the host vehicle travels on a road (point) that has been passed in the past (step S131). When it is determined that the driver of the host vehicle travels on a road that has passed in the past, the speed data of the host vehicle at the point where the host vehicle passes is stored in the vehicle DB 9, and therefore the speed data is stored in the vehicle DB 9 And the value is set as the speed v _R of the current vehicle (step S132). When a plurality of speed data of the host vehicle at a point where the host vehicle passes are stored in the vehicle DB 9, the average value of these speeds may be used as the speed v _R of the host vehicle this time. At this time, the speed v _{R of the} host vehicle is, for example, v _AP shown in FIG.

On the other hand, when it is determined that the driver of the host vehicle travels on a road (point) that has not passed in the past, the total speed deviation value Tv _ave related to the driver of the host vehicle is acquired from the vehicle DB 9 (step S133). ). Subsequently, speed characteristic data of a plurality of drivers at a point where the host vehicle passes is acquired from the center DB 12 via the controller 11 and the communication devices 13 and 10 (step S134). Then, based on the total speed deviation value Tv _ave related to the driver of the host vehicle and the speed characteristic data of a plurality of drivers, the speed v _R of the host vehicle at the point is obtained (step S135). At this time, the speed v _{R of the} host vehicle becomes, for example, v _AQ shown in FIG.

Even if the road the driver of the vehicle have previously passed through in the past, it may be estimated velocity v _R of the vehicle in the process of the above procedure S133～S135.

  Returning to FIG. 6, after executing the process of step S <b> 121, the necessary power due to the gradient resistance is estimated (step S <b> 122). Details of this step S122 are shown in FIG.

In FIG. 8, first, data on the vehicle mass m and the gravitational acceleration g are acquired from the vehicle DB 9 (step S141). Further, the data on the inclination angle theta _R point where the vehicle passes through the controller 11 and the communication device 13, 10 to acquire from the center DB 12 (Step S142). Then, the required power P1 due to the gradient resistance is calculated using the following equation (step S143).
P1 = mgsinθ _R · v _R

  Returning to FIG. 6, after executing the process of step S <b> 122, the necessary power due to air resistance is estimated (step S <b> 123). Details of this step S123 are shown in FIG.

In FIG. 9, first, the data of the efficacy coefficient C _d , the front projection area A, and the air density ρ is acquired from the vehicle DB 9 (step S151). Then, the required power P2 due to air resistance is calculated using the following equation (step S152). At this time, air resistance may be corrected from the weather information (wind direction, wind speed, etc.) at that time.
^{_{P2 = C d ρAv R 3/}} 2

  Returning to FIG. 6, after executing the process of step S <b> 123, the acceleration and gear stage of the host vehicle are estimated (step S <b> 124). Details of this step S124 are shown in FIG.

In FIG. 10, first, based on the information of the navigation 2, it is determined whether or not the driver of the host vehicle travels on a road (point) that has passed in the past (step S161). When it is determined that the driver of the host vehicle travels on a road that has passed in the past, the acceleration data of the host vehicle at that point is stored in the vehicle DB 9, so the acceleration data is read from the vehicle DB 9, The value is set as the acceleration a _R of the host vehicle this time (step S162). At this time, the speed a _{R of the} host vehicle is, for example, a _AP shown in FIG. Further, since the gear stage data of the own vehicle at the point is also accumulated in the vehicle DB 9, the gear stage data is read from the vehicle DB 9, and this is set as the current gear stage g _R of the own vehicle (step S163).

On the other hand, when it is determined that the driver of the host vehicle travels on a road (point) that has not passed in the past, the total acceleration deviation value Ta _ave and the total gear stage deviation value (gear stage) related to the driver of the host vehicle are determined. The average deviation value) Tg _ave is acquired from the vehicle DB 9 (step S164). Subsequently, acceleration characteristic data and gear stage characteristic data of a plurality of drivers at a point where the host vehicle passes are acquired from the center DB 12 via the controller 11 and the communication devices 13 and 10 (step S165). The gear stage characteristic data has a distribution as shown in FIG.

Then, based on the acceleration characteristic data of the total acceleration deviation value Ta _ave and a plurality of drivers according to driver of the vehicle, determine the acceleration a _R of the vehicle at the above point (Step S166). At this time, the speed a _{R of the} host vehicle is, for example, a _AQ shown in FIG. Further, based on the total gear stage deviation value Tg _ave relating to the driver of the host vehicle and the gear stage characteristic data of a plurality of drivers, the gear stage g _R (see FIG. 11) of the host vehicle at the point is obtained (procedure). S167).

Even when the driver of the host vehicle has traveled in the past, the acceleration a _R and the gear stage g _R of the host vehicle may be estimated by the method of steps S164 to S167.

  Returning to FIG. 6, after executing the process of step S124 described above, the necessary power due to the acceleration resistance is estimated (step S125). Details of this step S125 are shown in FIG.

In FIG. 12, first, data on the vehicle mass m is acquired from the vehicle DB 9 (step S171). Subsequently, the gear _{g R} of the vehicle obtained in the above procedure 124 identifies a rotating portion corresponding mass ^{m *} of the vehicle (Step S172). The rotating portion equivalent mass m ^* is a value that varies depending on the gear stage. Here, the value of the rotation part equivalent mass m ^* is determined using a table (see FIG. 13) representing the relationship between the gear stage and the rotation part equivalent mass m ^* . Then, the required power P3 due to the acceleration resistance is calculated by the following formula (step S173).
P3 = (m + m ^* ) a _R · v _R

  Returning to FIG. 6, after performing the process of the above-described step S125, the necessary power due to the rolling resistance is estimated (step S126). Here, prior to the processing procedure for estimating the required power due to the rolling resistance, a processing procedure for obtaining the rolling resistance coefficients μ and μ ′ will be described with reference to FIG.

In FIG. 14, first, the output P is calculated by the following equation (step S181). T is the engine torque measured by the engine torque sensor 5, and ω is the engine speed measured by the speed sensor 6.
P = T · ω

Subsequently, the total running resistance F _all is calculated by the following formula (step S182). Note that v is a speed measured by the vehicle speed sensor 3.
F _all = P / v

Subsequently, efficacy coefficient _{C d,} front projected area A, air density [rho, using the velocity v to calculate the air resistance ^{_{(C d ρAv 2/2)}} ( Step S183). Further, the gradient resistance (mgsin θ) is calculated using the vehicle mass m, the gravitational acceleration g, and the inclination angle θ (step S184). Further, acceleration resistance ((m + m ^* ) a) is calculated using vehicle mass m, rotating portion equivalent mass m ^* , and acceleration a measured by acceleration sensor 4 (step S185). Then, the rolling resistance F _roll is calculated from the above total running resistance F _all , air resistance, gradient resistance, and acceleration resistance by the following formula (step S186).

Subsequently, as shown in FIG. 15, a linear function having a speed v as a horizontal axis and a rolling resistance F _roll as a vertical axis is graphed, and the rolling resistance coefficient μ, μ ′ is obtained (procedure S187). Then, the rolling resistance coefficients μ and μ ′ are uploaded to the center DB 12 via the communication devices 10 and 13 and the controller 11, and recorded in association with the point information (step S188). At this time, the rolling resistance coefficients μ and μ ′ may be associated with road surface conditions such as weather.

  Such rolling resistance coefficients μ and μ ′ are estimated by performing statistical processing from many vehicles that have already passed through the point, and are known values stored in the center DB 12. Therefore, by using the value, it becomes possible to estimate the rolling resistance even on the road where the host vehicle has never run.

FIG. 16 is a flowchart showing details of a processing procedure for estimating the required power due to rolling resistance. In the figure, first, data of the rolling resistance coefficients μ and μ ′ are acquired from the center DB 12 via the controller 11 and the communication devices 13 and 10 (step S191). Further, the vehicle mass m and gravity acceleration g data are acquired from the vehicle DB 9 (step S192). And the required power P4 by rolling resistance is calculated by the following formula (procedure S193).
P4 = (μmg + μ′mgv _R ) v _R

  Returning to FIG. 6, after executing the processing of the above-described step S <b> 126, by adding the necessary powers P <b> 1 to P <b> 4 due to the gradient resistance, air resistance, acceleration resistance, and rolling resistance, The traveling power is estimated (step S127).

  By performing the above calculation processing for all the divided points on the planned travel route of the host vehicle, the travel power on the planned travel route can be obtained.

  In the above, vehicle DB9 comprises the 1st memory | storage means which memorize | stores the speed deviation value of the driver | operator of a vehicle. Center DB12 comprises the 2nd memory | storage means which memorize | stores the speed characteristic data of the several driver | operator in the arbitrary points on the driving | running route of a vehicle. Step S121 (see FIG. 6) in the traveling power calculation unit 16 of the ECU 8 is performed when the vehicle travels at an arbitrary point based on the speed deviation value of the driver of the vehicle and the speed characteristic data of the plurality of drivers. A speed estimation means for estimating the speed is configured. The above steps S122 to S127 (see FIG. 6) in the traveling power calculation unit 16 use traveling energy calculating means for obtaining traveling energy when the vehicle travels at an arbitrary point using the traveling speed estimated by the speed estimating means. Constitute.

  As described above, in the present embodiment, the speed deviation value of the driver of the host vehicle is stored in the vehicle DB 9, and the speed characteristic data of a plurality of drivers at arbitrary points are stored in the center DB 12. Based on the speed deviation value of the driver of the vehicle and the speed characteristic data of a plurality of drivers, the speed when the host vehicle travels at an arbitrary point is estimated, and the driving power is calculated from this speed, the vehicle parameter, and the road parameter. Ask. Thereby, even when driving on a road where the driver of the host vehicle has never passed, it is possible to obtain driving power reflecting the driving habit (driving characteristics) of the driver. As a result, it is possible to calculate the traveling power of the host vehicle with high accuracy.

  FIG. 17 is a block diagram showing an outline of another embodiment of the vehicular running energy calculation system according to the present invention. In the figure, the same or equivalent elements as those in the embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

  In the figure, the vehicular running energy calculation system 1 of the present embodiment further includes a driver information input device 17 for specifying the driver of the vehicle in addition to the configuration of the above-described embodiment. The driver information input device 17 may be, for example, a sensor that performs biometric authentication, a switch or button that selectively inputs a driver's name, or a unit that inputs a personal password.

  The vehicle travel energy calculation system 1 includes a center DB 18 instead of the center DB 12 in the above-described embodiment. In addition to the information stored in the center DB 12, the center DB 18 stores an overall speed deviation value, an overall acceleration deviation value, and an overall gear stage deviation value related to a plurality of drivers.

FIG. 18 is a flowchart showing details of the procedure of speed deviation value calculation processing executed by the speed deviation value calculation unit 14 in the present embodiment, and corresponds to FIG. In the figure, the self when the average value of a plurality of speed deviation value according to the driver of the vehicle (the total speed deviation value) Tv _ave is determined, the communication device 10, 13 and a controller that total speed deviation value Tv _ave in step S107 11 is stored in the center DB 18 (step S108A).

FIG. 19 is a flowchart showing details of the procedure of acceleration deviation value calculation processing executed by the acceleration deviation value calculation unit 15 in the present embodiment, and corresponds to FIG. In the figure, the self when the average value of a plurality of acceleration deviation values relating to the driver of the vehicle (total acceleration deviation value) Ta _ave is determined, the communication device 10, 13 and a controller that comprehensively acceleration deviation value Ta _ave in step S117 11 is stored in the center DB 18 (step S118A).

  FIG. 20 is a flowchart showing details of a processing procedure for estimating the traveling speed of the host vehicle by the traveling power calculation unit 16 in the present embodiment, and corresponds to FIG. In the figure, first, it is determined whether or not the driver information is input by the driver information input device 17 (step S138). When the driver information is input, the driver information is transferred to the controller of the center C. 11 is notified (procedure S139).

Thereafter, when it is determined in step S131 that the driver of the host vehicle travels on a road (point) that has not passed in the past, the total speed deviation value Tv _ave related to the driver of the host vehicle is obtained from the controller 11 and the communication device. 13 and 10 from the vehicle DB 18 (step S133A). At this time, the traveling power calculation unit 16 first sends a data request signal to the controller 11. When the controller 11 receives the data request signal, the controller 11 reads the total speed deviation value Tv _ave related to the driver corresponding to the driver information notified in step S139 from the vehicle DB 18 and sends it to the traveling power calculation unit 16. And said procedure S134, S135 is performed.

  FIG. 21 is a flowchart showing details of a processing procedure for estimating the acceleration and gear position of the host vehicle by the traveling power calculation unit 16 in the present embodiment, and corresponds to FIG. In the figure, first, it is determined whether or not the driver information is input by the driver information input device 17 (step S168). When the driver information is input, the driver information is transferred to the controller of the center C. 11 is notified (step S169).

Thereafter, when it is determined in step S161 that the driver of the host vehicle travels on a road (point) that has not passed in the past, the total acceleration deviation value Tv _ave and the total gear stage deviation value related to the driver of the host vehicle are determined. Tg _ave is acquired from the center DB 18 via the controller 11 and the communication devices 13 and 10 (step S164A). At this time, the method for acquiring the total acceleration deviation value Tv _ave and the total gear stage deviation value Tg _{ave is} the same as the method for acquiring the total speed deviation value Tv _ave described above. And said procedure S165-S167 is performed.

  In the above, the center DB 18 includes the first storage unit that stores the speed deviation value of the driver of the vehicle and the second storage unit that stores the speed characteristic data of a plurality of drivers at arbitrary points on the travel route of the vehicle. Constitute. The driver information input device 17 constitutes driver specifying means for specifying the driver of the vehicle.

  In the present embodiment, the driver's total speed deviation value and the like are stored in the center DB 18 instead of the vehicle DB 9, so even when a plurality of drivers change for one vehicle such as a rental car or a car share. If the driver's identity can be confirmed, the driver's total speed deviation value is obtained, the speed when the vehicle driven by the driver travels at an arbitrary point is estimated, and the driving characteristics of the driver are determined. The reflected traveling power can be obtained.

  The present invention is not limited to the above embodiment. For example, in the above embodiment, the required power due to the gradient resistance, air resistance, acceleration resistance, and rolling resistance is obtained and the required power is added to estimate the running power of the vehicle. The travel power of the vehicle may be estimated by adding the gradient resistance, air resistance, acceleration resistance, and rolling resistance to obtain the total travel resistance and multiplying the total travel resistance by the travel speed of the vehicle.

DESCRIPTION OF SYMBOLS 1 ... Vehicle travel energy calculation system, 8 ... ECU, 9 ... Vehicle database (1st memory | storage means), 12 ... Center database (2nd memory | storage means), 16 ... Travel power calculation part (Speed estimation means, Travel energy calculation means) ), 17... Driver information input device (driver identification means), 18... Center database (first storage means, second storage means).

Claims (5)

A vehicle travel energy calculation system for calculating the travel energy of a vehicle,
Speed estimation means for estimating a traveling speed when the vehicle travels an arbitrary point based on a speed deviation value of the driver of the vehicle and speed characteristic data of a plurality of drivers;
A travel energy calculation system for a vehicle, comprising travel energy calculation means for obtaining travel energy when the vehicle travels at the arbitrary point using the travel speed estimated by the speed estimation means. First storage means for storing a speed deviation value of a driver of the vehicle;
The vehicle travel energy calculation system according to claim 1, further comprising second storage means for storing speed characteristic data of a plurality of drivers at arbitrary points on the travel route of the vehicle. The first storage means is mounted on the vehicle;
The vehicle travel energy calculation system according to claim 2, wherein the second storage means is installed outside the vehicle. A driver specifying means for specifying the driver of the vehicle;
The first storage means and the second storage means are installed outside the vehicle;
The speed estimation unit is configured to determine a travel speed when the vehicle travels the arbitrary point based on the driver speed deviation value specified by the driver specification unit and the speed characteristic data of the plurality of drivers. The vehicle travel energy calculation system according to claim 2, wherein the vehicle travel energy calculation system is estimated. The travel energy calculation means is based on the travel speed estimated by the speed estimation means, the parameters related to the vehicle, and the parameters related to the road through which the vehicle passes, and the gradient resistance, air resistance, acceleration resistance, and rolling resistance at the arbitrary point. The vehicle travel energy calculation system according to any one of claims 1 to 4, wherein the travel energy is calculated by calculating the travel energy.

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