JP2015227145A - Vehicle travel control system and information server - Google Patents

Abstract

An object of the present invention is to prevent noise and exhaust gas level increases caused by a plurality of vehicles from being concentrated in a specific area.
A vehicle travel control system performs communication between a plurality of vehicles having a vehicle travel control device that controls a vehicle device including an engine and a motor, and the vehicle travel control device of each vehicle. With. The server 200 is an area information indicating at least one of the noise level and the exhaust gas level in each area based on the travel route acquired from the vehicle travel control device 100 of each vehicle 1 and the control plan (travel plan) of the vehicle equipment 120. Create The vehicle travel control device 100 of each vehicle 1 corrects the travel plan based on the area information acquired from the server 200 so that the engine usage rate, usage section, or usage timing is adjusted.
[Selection] Figure 1

Description

  The present invention relates to a vehicle travel control system, and more particularly, to a technique for controlling a vehicle using a plurality of energy sources.

  Vehicles having a plurality of power sources (drive devices) driven by different energy sources such as fuel energy and electric energy, so-called hybrid vehicles, are provided with various travel modes in order to reduce energy consumption. The hybrid vehicle travel modes include, for example, a mode that travels using only engine power, a mode that travels using only motor power, a mode that uses both engine power and motor power, and power generation using engine power. There are modes for storing power in the battery and driving the motor.

  In addition, as a hybrid vehicle control method, energy consumption is suppressed by so-called sequential control in which the vehicle travel mode is changed in accordance with information indicating the current vehicle state obtained from an in-vehicle sensor or the like. .

  For example, in the following Patent Document 1, the fuel consumption required for engine travel, the fuel consumption required for motor travel, and motor assist travel (the power source that combines the output of the engine and motor) And a technique for selecting a power source that has a substantially small fuel consumption amount.

  Further, in Patent Document 2, when the additional torque is generated on top of the basic torque in order to obtain the required driving force, the energy efficiency of the engine and the energy efficiency of the motor generator when generating the additional torque are described. And a technique for obtaining torque assist control with high energy efficiency by determining a torque sharing ratio with respect to the additional torque of the engine and the motor generator based on the comparison result.

  Further, Patent Document 3 confirms whether or not the cooling capacity is secured while the vehicle is idling stop (automatic engine stop when stopped), and does not start the engine if secured. An engine control technique is disclosed in which the engine is started when the engine cannot be secured, and once the engine is started, the engine is not stopped even if the cooling capacity is secured. With this technology, it is possible to prevent the deterioration of fuel consumption and the occurrence of discomfort due to repeated starting and stopping of the engine.

  Further, in Patent Document 4, when an effective vehicle control schedule capable of reducing fuel consumption cannot be generated, a section in which the surrounding environment of the planned travel route should be taken into consideration (reducing engine drive sound and exhaust gas emission amount). A technique is disclosed in which a control schedule is generated in consideration of the power section and the vehicle travels in consideration of the surrounding environment of the planned travel route.

Japanese Patent No. 3537810 Japanese Patent No. 3894105 Japanese Patent No. 3386044 Japanese Patent No. 5157862

  When a plurality of vehicles whose travel modes are switched by sequential control travel on the same route, the travel modes of the vehicles are switched in the same place in the same way. The same situation can be applied to a vehicle that sets a travel mode control plan for the planned travel route in advance and controls the travel mode accordingly. If the driving modes of multiple vehicles are switched in the same way at the same location, noise and exhaust gas levels generated by the vehicle are concentrated in a specific section, deteriorating the surrounding environment. .

  The present invention has been made to solve the above-described problems, and provides a vehicle travel control system capable of preventing concentration of noise and exhaust gas levels caused by a plurality of vehicles from being concentrated in a specific area. With the goal.

  A vehicle travel control system according to the present invention includes a plurality of vehicles including a vehicle device including an engine and a motor as a power source, a vehicle travel control device that controls the vehicle device, and the vehicle travel control device of the plurality of vehicles. A vehicle travel control system comprising: a server that communicates with the vehicle, wherein the vehicle travel control device is configured to obtain a travel route acquisition unit that acquires a travel route of the host vehicle, and when the host vehicle travels the travel route. A travel plan planning unit that formulates a travel plan that is a control plan of the vehicle device, a vehicle device control unit that controls the vehicle device according to the travel plan, and a travel plan correction unit that corrects the travel plan, The vehicle travel control device of the plurality of vehicles transmits the travel route and the travel plan to the server, and the server transmits the vehicle travel control device of the plurality of vehicles. Based on the travel route and the travel plan obtained from the above, area information indicating the status of at least one of the noise level and the exhaust gas level of each area on the map is created, and the area information is distributed to the plurality of vehicles. The travel plan correction unit of each vehicle corrects the travel plan based on the area information acquired from the server so that the usage rate, usage section, or usage timing of the engine is adjusted.

  According to the vehicle travel control system according to the present invention, the vehicle travel control device of each vehicle uses the engine utilization rate of its own vehicle based on the area information obtained from the server (information on the noise level or exhaust gas level of each area). The use section or the use timing can be corrected. Therefore, it is possible to control to prevent each vehicle from concentrating and using the engine in an area where the noise level or exhaust gas level is high, and the increase in noise level or exhaust gas level is concentrated in a specific area. Is prevented from happening. That is, it is possible to control the vehicle traveling in consideration of the surrounding environment.

It is a block diagram which shows the structure of the vehicle travel control system which concerns on embodiment of this invention. It is a block diagram which shows the structure of a travel plan correction | amendment part. It is a figure which shows notionally the calculation method of an engine utilization factor. It is a block diagram which shows the structure of a server. It is a block diagram which supplements the area information creation means which concerns on embodiment of this invention. It is a graph which shows the relationship between a noise level and exhaust gas level, and an engine speed. It is a graph which shows the relationship between a noise level and exhaust gas level, and a vehicle speed. It is a figure which shows the example of map information. It is a figure for demonstrating vehicle information. It is a figure for demonstrating vehicle information. It is a figure for demonstrating area information. It is a flowchart which shows operation | movement of the vehicle travel control apparatus which concerns on embodiment of this invention. It is a flowchart which shows operation | movement of the server which concerns on embodiment of this invention.

  FIG. 1 is a block diagram showing a configuration of a vehicle travel control system according to an embodiment. The vehicle travel control system includes a vehicle 1 on which the vehicle travel control device 100 and the vehicle equipment 120 are mounted, and a server 200 that can communicate with the vehicle travel control device 100. Although only one vehicle 1 is shown in FIG. 1, a plurality of vehicles 1 belong to this vehicle travel control system.

  The server 200 acquires information from the vehicle travel control devices 100 of the plurality of vehicles 1, and distributes the information created by tabulating them to the vehicle travel control devices 100 of each vehicle 1. Information (hereinafter referred to as “vehicle information”) that the vehicle travel control device 100 transmits to the server 200 includes information on the travel route of the vehicle 1 on which the vehicle travel control device 100 is mounted, and the vehicle 1 indicates the travel route. It includes information on a control plan of a travel mode when traveling (hereinafter referred to as “travel plan”). The travel plan as vehicle information only needs to include at least an engine use plan. For example, at least one of an engine speed plan, a vehicle speed plan, a fuel injection amount plan, and an engine output plan is included. It only has to be included. Hereinafter, when viewed from the vehicle travel control device 100, the vehicle 1 on which the vehicle 1 is mounted is referred to as “own vehicle”.

  The information that the server 200 delivers to the vehicle travel control device 100 of each vehicle 1 is “area information” that indicates the status of the noise level and the exhaust gas level in each area obtained by dividing the map into a plurality of areas. The area information only needs to be information that can identify the state of the noise level and the exhaust gas level. For example, the area information may be information on the traffic volume of the vehicle running on the engine in each area. The area information only needs to include at least one of the vehicle noise level, the exhaust gas level, and the traffic volume of the vehicle running on the engine in each area. Details of the server 200 will be described later.

  The vehicle device 120 of the vehicle 1 is a device that contributes to travel and energy consumption of the vehicle 1, such as a motor and an engine that are power sources (drive devices) of the vehicle 1, and a generator that generates electric power using the output of the engine. The motor can function not only as a power source of the vehicle 1 but also as a generator (regenerative brake) for regenerating electric power when the vehicle 1 is decelerated. The operation of the vehicle device 120 is controlled by the vehicle travel control device 100.

  As shown in FIG. 1, the vehicle travel control device 100 of the vehicle 1 includes a travel route acquisition unit 101, a travel plan planning unit 102, a communication unit 103, a travel plan correction unit 104, and a vehicle equipment control unit 105.

  The travel route acquisition unit 101 calculates (searches) a travel route from the current location of the vehicle to the destination using the map information. The map information used to calculate the travel route may be held by the travel route acquisition unit 101 or may be acquired from an external navigation device or the like. Further, the travel route acquisition unit 101 may acquire the travel route calculated by the external navigation device without calculating the travel route by itself.

  The travel plan planning unit 102 optimizes the travel plan of the vehicle (that is, the vehicle) so that the amount of energy consumed by the vehicle device 120 when the vehicle travels on the travel route calculated by the travel route acquisition unit 101 is optimized. Develop a control plan for the device 120.

  The communication unit 103 is a means for communicating with the server 200, and transmits vehicle information (travel route and travel plan) of the host vehicle to the server 200, or area information of an area including the travel route of the host vehicle (hereinafter referred to as "travel route"). Or “the upper area information” is received from the server 200. The communication method of the communication unit 103 may be any method as long as information can be exchanged with the server 200.

  Note that communication between the communication unit 103 and the server 200 may be performed not only while the vehicle 1 is traveling, but also while the vehicle 1 is stopped at a parking lot or a charging facility. While the vehicle 1 is stopped, the communication unit 103 may communicate with the server 200 via a communication facility installed in the parking lot or a charging facility connected to the vehicle 1. When the communication target of the communication unit 103 is close to the vehicle 1 as described above, the communication method of the communication unit 103 is a short-range radio represented by Bluetooth (registered trademark), ZigBee (registered trademark), or IEEE 802.11. can do. Further, when the communication unit 103 communicates with the server 200 via the charging facility connected to the vehicle 1, wired communication using a communication line provided in the charging cable (including power line communication using a power line as a communication line). Can also be used.

  The travel plan correction unit 104 corrects the travel plan formulated by the travel plan planning unit 102 based on the area information acquired from the server 200. Specifically, by considering the noise level and exhaust gas level in each area, adjusting the engine utilization rate (the ratio of the engine output to the total output of the vehicle 1) when the vehicle travels in each area Correct the travel plan. However, the method by which the travel plan correction unit 104 corrects the travel plan is not limited to this. For example, the travel plan correction unit 104 may adjust the section in which the vehicle uses the engine, or adjust the timing at which the vehicle uses the engine. The travel plan may be corrected.

  The vehicle device control unit 105 controls the vehicle device 120 in accordance with the travel plan formulated by the travel plan planning unit 102. When the travel plan is corrected by the travel plan correction unit 104, the vehicle device control unit 105 controls the vehicle device 120 according to the corrected control plan.

  FIG. 2 is a block diagram illustrating a detailed configuration of the travel plan correction unit 104. The travel plan correction unit 104 includes a noise level tolerance storage unit 301, an exhaust gas level tolerance storage unit 302, an engine utilization rate calculation unit 303, and a travel mode determination unit 304.

  The noise level tolerance storage unit 301 stores the noise level tolerance defined for each region type and reference time zone. The noise level tolerance stored in the noise level tolerance storage unit 301 may not be a fixed value. For example, the communication unit 103 acquires the latest allowable value from another in-vehicle device such as a navigation device or an external system such as VICS (registered trademark) (Vehicle Information and Communication System), and stores it in the noise level allowable value storage unit 301. It may be memorized. In addition, for example, for a region facing a road having a predetermined number of lanes or a region close to a road that carries main traffic, a special allowable noise level may be used.

  In general, AA: “Areas that require special tranquility, such as areas where medical facilities and social welfare facilities are gathered,” A: “Areas that are exclusively used for dwelling”, B: There are four categories: “areas mainly used for residential use” and C: “areas used for commerce, industry, etc. together with a considerable number of residences”. In general, the time zone from 6 o'clock to 22:00 is defined as “daytime”, and the time zone from 22:00 to 6 o'clock in the next morning is defined as “night”.

  The exhaust gas level allowable value storage 302 stores the allowable value of the exhaust gas level. The allowable value of the exhaust gas level is a value of the exhaust gas level that is a criterion for determining whether or not contamination by the exhaust gas has occurred. That is, an area where the exhaust gas level exceeds the value is determined as a locally contaminated area. In general, exhaust gas is classified into three types of exhaust gas, blow-by gas, and evaporative gas. Therefore, in this embodiment, an air pollutant corresponding to any of these three types is defined as an exhaust gas.

  The allowable value of the exhaust gas may be constant regardless of the location, but it is preferable to set a low value in the vicinity of the recommended exhaust gas level suppression facility and in the recommended exhaust gas level suppression area and section. The recommended facility for suppressing the exhaust gas level is a facility that is recommended so as to avoid emission of exhaust gas by a vehicle or the like around the facility, for example, a hospital, a school, a kindergarten, a nursery school, a park, or the like. In addition, the recommended exhaust gas level control areas and compartments are caused by harmful effects on human health (having a bad influence on respiratory organs), living environment, animals and plants, due to the air being polluted by human and economic activities. An area or administrative division that is in a state that may occur.

  The allowable value of the exhaust gas level stored in the allowable exhaust gas level storage unit 302 may not be a fixed value. For example, the communication unit 103 obtains the latest information on the recommended exhaust gas level suppression facility and the latest information on the recommended exhaust gas level suppression area and section from a device capable of delivering map information such as a navigation device, and includes the information. Based on this, the allowable value of the exhaust gas level may be updated.

  The engine usage rate calculation unit 303 calculates the engine usage rate that the vehicle should take in each area. That is, the engine usage rate is determined so that the noise level or exhaust gas level of the own vehicle does not exceed the allowable value of each area. For example, when the vehicle travels at an engine utilization rate as shown in FIG. 3 (a) in order to cover the amount of energy required to travel along a travel route in an area (the required travel energy amount), the noise level of that area And the exhaust gas level tolerance will be exceeded. In such a case, as shown in FIG. 3B, the engine utilization rate calculation unit 303 lowers the engine output so that both the noise level and the exhaust gas level are less than the allowable values, and reduces the motor output by that amount. Increase the amount to ensure the required amount of travel energy.

  Further, the engine usage rate calculation unit 303 obtains the area information on the travel route of the own vehicle acquired from the server 200, the noise level tolerance stored in the noise level tolerance storage unit 301, and the emission. Obtained permissible values of exhaust gas levels in each area stored in the permissible gas level storage unit 302, and previously obtained based on the difference between the noise level and exhaust gas level in each area and those permissible values Correct engine utilization. Even if the noise level and exhaust gas level of your vehicle are below the allowable values for the area you are driving, if there are many vehicles using the engine nearby, the noise level and exhaust gas level of the entire area This is because may exceed the allowable value. The engine usage rate calculation unit 303 corrects the engine usage rate to be further lowered when either the noise level or the exhaust gas level in each area exceeds the allowable value.

  Further, when the engine usage rate is corrected, the engine usage rate calculation unit 303 also corrects the travel plan accordingly. Alternatively, the engine usage rate calculation unit 303 may cause the travel plan planning unit 102 to create a travel plan (that is, a corrected travel plan) for realizing the corrected engine usage rate.

  As a result of correcting the travel plan so as to reduce the engine usage rate (increase the motor usage rate), the convenience of the user is impaired if the number of charging required until the vehicle arrives at the destination increases. Therefore, it is desirable that the engine utilization rate calculation unit 303 corrects the travel plan within a range where the required number of times of charging does not increase. Alternatively, as a result of correcting the travel plan of the host vehicle, if the power is insufficient, a chargeable place (charge spot) existing on or around the travel route may be presented to the driver.

  The travel mode determination unit 304 determines the travel mode that the host vehicle should take based on the travel plan formulated by the travel plan planning unit 102, and controls the vehicle equipment control unit 105 to execute the travel mode. At this time, the vehicle device control unit 105 controls the vehicle device 120 so that the engine usage rate (corrected engine usage rate) obtained by the engine usage rate calculation unit 303 is realized.

  Next, details of the server 200 will be described. FIG. 4 is a block diagram showing the configuration of the server 200. As illustrated in FIG. 4, the server 200 includes a communication unit 201, an information storage unit 202, and an area information creation unit 203.

  The communication unit 201 is means for communicating with a plurality of vehicles 1, receives vehicle information transmitted by the vehicle travel control device 100 of each vehicle 1, and transmits the vehicle 1 to the vehicle travel control device 100 of each vehicle 1. Or send area information on your travel route. The basic configuration and communication method of the communication unit 201 may be the same as those of the communication unit 103 of the vehicle travel control device 100. The vehicle information of the plurality of vehicles 1 received by the communication unit 201 is accumulated in the information accumulation unit 202.

  The area information creation unit 203 creates area information for each area based on the vehicle information of the plurality of vehicles 1. Area information of each area created by the area information creation unit 203 is stored in the information storage unit 202.

  FIG. 5 is a block diagram illustrating a configuration of the area information creation unit 203. As shown in FIG. 5, the area information creation unit 203 includes a noise level calculation unit 401, an exhaust gas level calculation unit 402, and an area information construction unit 403.

  The noise level calculation unit 401 receives the vehicle information of the vehicle 1 received by the communication unit 201, that is, the travel route and travel plan of the vehicle 1 (engine speed plan, vehicle speed plan, fuel injection amount plan, engine output plan). From one or more of them, the noise level in each area of the vehicle 1 is calculated. The calculation method of the noise level in the noise level calculation unit 401 may be a method using a physical formula, a map (illustrated in FIG. 6) showing the relationship between the noise level and the engine speed, and the relationship between the noise level and the vehicle speed. It is also possible to use a map (illustrated in FIG. 7) representing The noise level of each vehicle 1 calculated by the noise level calculation unit 401 is stored in the information storage unit 202.

  The exhaust gas level calculation unit 402 calculates the exhaust gas level in each area of the vehicle 1 from the vehicle information of the vehicle 1 received by the communication unit 201. The calculation method of the exhaust gas level in the exhaust gas level calculation unit 402 may be a method using a physical equation, a map (illustrated in FIG. 6) showing the relationship between the exhaust gas level and the engine speed, A method using a map (illustrated in FIG. 7) representing the relationship with the vehicle speed may be used. The exhaust gas level of each vehicle 1 calculated by the exhaust gas level calculation unit 402 is stored in the information storage unit 202.

  The area information construction unit 403 includes the travel route of the vehicle 1 received by the communication unit 201, the noise level of the vehicle 1 calculated by the noise level calculation unit 401, and the exhaust gas level of the vehicle 1 calculated by the exhaust gas level calculation unit 402. Then, based on the travel route, noise level, and exhaust gas level of the other vehicle 1 already stored in the information storage unit 202, area information indicating the noise level and exhaust gas level in each area is created. That is, the area information is created based on the vehicle information of the plurality of vehicles 1.

  Here, a method for creating area information by the area information creating unit 203 will be described. In the area information creation unit 203, a plurality of rectangular areas obtained by dividing the map information of the travel route acquisition unit 101 or the external navigation system as shown in FIG. 8 are defined in advance.

  The area information construction unit 403 includes information on the travel route of each vehicle 1 obtained from the vehicle information of the plurality of vehicles 1, the noise level and emission of each vehicle 1 calculated by the noise level calculation unit 401 and the exhaust gas level calculation unit 402. Gas level information is acquired from the communication unit 201 and the information storage unit 202. The area information construction unit 403 generates information indicating the noise level and the exhaust gas level in each area, that is, area information, by summing up various types of information related to the plurality of vehicles 1.

  For simplicity of explanation, it is assumed that two vehicles 1A and 1B belong to the vehicle travel control system. Further, it is assumed that the vehicle information includes a travel route and a plan for the engine speed on the travel route. For example, when the vehicle information as shown in FIG. 9 is obtained from the vehicle 1A and the vehicle information as shown in FIG. 10 is obtained from the vehicle 1B, the noise level or the exhaust gas level is increased for each of the traveling routes of the vehicles 1A and 1B. A section is identified. From these pieces of information, the area information construction unit 403 determines an area where the noise level is close to or exceeds the allowable value (noise level warning area) and an area where the exhaust gas level is close to or exceeds the allowable value (exhaust gas level warning area). The area information as shown in FIG.

  As described above, the travel plan correction unit 104 of the vehicle travel control apparatus 100 can obtain in advance the noise level and exhaust gas level of each area where the vehicle travels by acquiring area information from the server 200. Accordingly, the engine utilization rate of the vehicle 1 can be corrected.

  Next, the operation of the vehicle travel control device 100 will be described. FIG. 12 is a flowchart showing the operation.

  When the operation flow of the vehicle travel control device 100 is started by starting the own vehicle (or on-vehicle system), the travel route acquisition unit 101 first searches for a travel route from the current location of the own vehicle to the set destination. (Step S101). The destination may be set by the user of the own vehicle using the user interface, or automatically by the travel route acquisition unit 101 estimating the destination from the past travel history or the like. Good.

  When the travel route of the host vehicle is determined, the travel plan planning unit 102 acquires information (energy consumption related information) related to the energy consumption of the vehicle on the travel route (step S102). Energy consumption-related information affects the energy consumption of the vehicle, for example, gradient information (elevation information) of each road included in the travel route, road type (highway, general road, etc.), average vehicle speed information for each road type, etc. It is possible information. The energy consumption related information may be included in the map information or acquired from an external system such as VICS.

  Subsequently, the travel plan planning unit 102 formulates a travel plan for the host vehicle based on the travel route of the host vehicle and the energy consumption related information (step S103). A travel plan is created according to the following procedure.

  First, the travel planning unit 102 calculates an energy amount (necessary travel energy amount) necessary for the vehicle to travel through each area including the travel route. The required travel energy amount can be calculated using a predetermined mathematical formula or characteristic data. Such formulas include physical formulas that calculate the required travel energy amount from the road slope and predicted speed information of each road included in the travel route, and vehicle specification information (such as vehicle weight and travel resistance coefficient), and the required travel There are conversion formulas that convert the amount of energy into the amount of fuel required to drive the engine, the amount of power required to drive the motor, or the amount of fuel and the amount of power required when they are combined. The characteristic data includes a data map indicating characteristics such as torque, engine output, and fuel consumption with respect to the engine speed.

  Next, the travel plan planning unit 102 determines that the energy consumption (fuel consumption and power consumption) of the vehicle in the entire travel route is a condition that is closest to a specific target value (for example, A control plan for the vehicle device 120 is made so as to satisfy a condition that the fuel consumption is minimized. Specifically, the driving mode of the own vehicle is assigned for each area. The control plan of the vehicle device 120 is output from the travel plan planning unit 102 as a travel plan.

  In the present embodiment, as a travel mode of the vehicle 1, an “EV (Electric Vehicle) mode” that travels by driving a motor using stored electric power, an “engine mode” that travels only with an engine using fuel as an energy source, "HEV (Hybrid Electric Vehicle) mode" running with both motor and engine, "Engine + power generation mode" that stores electric power obtained by turning the generator with the engine, using kinetic energy during downhill and deceleration It is assumed that there are “regenerative mode” in which power is generated and “inertial travel mode” in which the vehicle travels by inertia.

  In the “EV mode”, since all the required travel energy amount is covered by electric power, the fuel consumption amount is 0, and the power consumption amount can be obtained as a value obtained by dividing the required travel energy amount by the efficiency of the motor or the inverter. The efficiency of the motor or inverter may be obtained from a physical equation or may be obtained from a data map.

  In the “engine mode”, the fuel consumption is all covered by fuel, so the power consumption is 0, and the fuel consumption is, for example, BSFC (Brake representing the relationship between engine torque, rotation speed, output and fuel consumption. It can be calculated using a fuel consumption rate map called Specific Fuel Consumption.

  In the “HEV mode”, the required travel energy amount is provided by sharing power and fuel. For example, the output of the engine is set to a value at which the engine torque and the rotational speed of the BSFC are most efficient, and the output of the motor is set so as to cover an energy amount that is not sufficient only by the output of the engine. In this case, the fuel consumption amount can be calculated using BSFC from the engine torque, the rotational speed, and the output set as described above. Further, the power consumption can be obtained as a value obtained by dividing the amount of energy output from the engine from the required amount of travel energy by the efficiency of the motor or inverter.

  In the “engine + power generation mode”, the engine output is set to a value at which the torque and the rotational speed are most efficient, and then power is generated by the surplus engine output. Therefore, the fuel consumption amount can be calculated using BSFC from the engine torque, the rotational speed, and the output set as described above. The power consumption can be obtained as a value obtained by multiplying the negative value corresponding to the amount of power that can be generated with surplus engine output by the efficiency of the generator or inverter.

  In the “regeneration mode”, the engine and motor outputs are zero, and only power regeneration is performed. Therefore, the fuel consumption is 0, and can be obtained as a negative value corresponding to the amount of power generated by the regenerative braking using the motor. Note that the amount of power generated by the regenerative brake can be calculated by the same method as the amount of power consumed in the “EV mode”, but the positive / negative or efficiency multiplication / reduction is reversed.

  In the “inertia travel mode”, the output of the engine and motor is 0, and power regeneration is not performed, so both power consumption and fuel consumption are 0.

  Returning to the description of FIG. 12, when the travel plan planning unit 102 creates a travel plan for the own vehicle, the communication unit 103 searches the server 200 (step S104). If communication unit 103 can detect server 200 (YES in step S104), it transmits vehicle information (travel route and travel plan) of the host vehicle to server 200 (step S105). And it waits for the area information (the noise level of each area, an exhaust gas level) to be transmitted from the server 200, and receives it (step S106). If the communication unit 103 cannot detect the server 200 (NO in step S104), the communication with the server 200 and the correction of the travel plan are not performed, and the process proceeds to step S114 described later.

  Thereafter, when the host vehicle starts traveling (step S107), the travel plan correction unit 104 checks whether or not the host vehicle is traveling using the engine (step S108). If the host vehicle is using the engine (YES in step S108), the engine usage rate calculation unit 303 calculates an engine usage rate for preventing the noise level and the exhaust gas level of the host vehicle from exceeding allowable values (step S109). ).

  Subsequently, the engine usage rate calculation unit 303 extracts the noise level and the exhaust gas level of the area where the host vehicle is traveling from the area information acquired from the server 200, and checks whether they exceed the allowable values ( Steps S110 and S111). If at least one of the noise level and the exhaust gas level exceeds the allowable value (NO in step S110 or S111), the engine usage rate calculation unit 303 corrects the engine usage rate obtained in step S109 and the correction result. Accordingly, the travel plan prepared in step S103 is corrected (step S112). The travel plan after correction is transmitted to the server 200 (step S113), and is used by the server 200 to create new area information.

  If the vehicle does not use the engine (NO in step S108) or if the noise level and the exhaust gas level are both lower than the allowable values (YES in both steps S110 and S111), the engine usage rate and The travel plan is not corrected.

  The vehicle device control unit 105 controls the vehicle device 120 according to the travel plan formulated in step S103 or the travel plan corrected in step S112 (step S114). Specifically, an area in which the vehicle is traveling is determined from the current position of the host vehicle, and the vehicle device 120 is operated in the traveling mode assigned to the area.

  Thereafter, if the vehicle runs through the travel route (YES in step S115), the flow of FIG. 12 ends. If not (NO in step S115), the process returns to step S108. That is, the processes in steps S108 to S114 are repeated until the host vehicle travels along the travel route.

  According to the vehicle travel control system according to the present embodiment, the area information (the noise level and the exhaust gas level of each area) obtained by the vehicle travel control device 100 of each vehicle 1 through so-called “road-to-vehicle communication” with the server 200. Based on this information), the engine utilization rate of the vehicle can be corrected. Therefore, in the area where the noise level or the exhaust gas level is high, the engine utilization rate of each vehicle 1 is kept low, and the increase of the noise level and the exhaust gas level is prevented from occurring in a specific area. . That is, the traveling control of the vehicle 1 in consideration of the surrounding environment is possible.

  Next, the operation of the server 200 will be described. FIG. 13 is a flowchart showing the operation.

  When the server 200 is activated and vehicle information (travel route and travel plan) is transmitted from the vehicle travel control device 100 of the vehicle 1, the communication unit 201 of the server 200 receives it (step S201). In addition, the process which the vehicle travel control apparatus 100 of the vehicle 1 transmits vehicle information is performed by step S105 of FIG.

  When the communication unit 201 receives the vehicle information of the vehicle 1, the noise level calculation unit 401 calculates the noise level by the vehicle 1 in each section on the travel route based on the vehicle information (step S202). The exhaust gas level calculation unit 402 calculates the exhaust gas level by the vehicle 1 in each section on the travel route (step S203).

  Subsequently, the area information construction unit 403 calculates the noise level of the vehicle 1 calculated by the noise level calculation unit 401, the exhaust gas level of the vehicle 1 calculated by the exhaust gas level calculation unit 402, and the information storage unit 202. Based on the noise level and exhaust gas level information of other vehicles stored in the area, area information indicating the noise level and exhaust gas level status of each area is created (step S204).

  The area information created by the area information construction unit 403 is accumulated in the information accumulation unit 202 (step S205). Information on the noise level of the vehicle 1 calculated by the noise level calculation unit 401, information on the exhaust gas level of the vehicle 1 calculated by the exhaust gas level calculation unit 402, and the like are also stored in the information storage unit 202.

  And the communication part 201 reads the area information on the travel route of the said vehicle 1 from the information storage part 202, and transmits it to the vehicle travel control apparatus 100 of the said vehicle 1 (step S206).

  According to the server 200 according to the present embodiment, area information used for correcting the engine utilization rate of each vehicle 1 can be generated based on vehicle information obtained from a plurality of vehicles 1 by road-to-vehicle communication.

<Modification>
In the embodiment shown above, when the noise level and the exhaust gas level are predicted to increase in an area including the travel route of the host vehicle, the travel plan correction unit 104 reduces the engine utilization rate in the area. Although the example which suppresses the noise level and exhaust-gas level of the said area by correcting a travel plan so that (engine output is suppressed) was shown, those suppression methods are not restricted to said example.

  As another method, for example, when a plurality of vehicles 1 simultaneously use the engine in the same area and the noise level or the exhaust gas level in the area is predicted to exceed an allowable value, A method of reducing the number of vehicles 1 that simultaneously use the engine in the area by correcting the travel plan so that the travel plan correction unit 104 changes the engine start timing can be considered.

  A method of correcting the travel plan by the travel plan correction unit 104 of each vehicle 1 instructing the travel route acquisition unit 101 to change the travel route is also conceivable. That is, the travel plan correction unit 104 of each vehicle 1 corrects the travel plan so as to change the travel route, thereby reducing the number of vehicles 1 traveling in the area (each vehicle 1 passes through the area). In other words, the timing of each vehicle 1 traveling in the area may be shifted from each other (the number of vehicles 1 traveling in the area at the same time is reduced).

  Alternatively, the travel plan correction unit 104 of each vehicle 1 corrects the travel plan so as to change the departure time of the own vehicle, or corrects the travel plan so as to limit the travel speed of the own vehicle. The timing at which the vehicle 1 travels in the area may be shifted from each other. However, since the departure time and the traveling speed are determined by the driver of each vehicle 1, the vehicle traveling control device 100 needs to notify the driver to change the departure time or limit the traveling speed.

  In the present invention, the embodiments can be appropriately modified and omitted within the scope of the invention.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 100 Vehicle travel control apparatus, 101 Travel route acquisition part, 102 Travel plan planning part, 103 Communication part, 104 Travel plan correction | amendment part, 105 Vehicle equipment control part, 120 Vehicle equipment, 200 Server, 201 Communication part, 202 Information Storage unit, 203 area information creation unit, 301 noise level allowable value storage unit, 302 exhaust gas level allowable value storage unit, 303 engine utilization rate calculation unit, 304 travel mode determination unit, 401 noise level calculation unit, 402 exhaust gas level calculation Part, 403 area information construction part.

A vehicle travel control system according to the present invention includes a plurality of vehicles including a vehicle device including an engine and a motor as a power source, a vehicle travel control device that controls the vehicle device, and the vehicle travel control device of the plurality of vehicles. A vehicle travel control system comprising: a server that communicates with the vehicle, wherein the vehicle travel control device is configured to obtain a travel route acquisition unit that acquires a travel route of the host vehicle, and when the host vehicle travels the travel route. a traveling planning unit for planning a travel plan is the control plan of the vehicle equipment, the vehicle equipment control unit for controlling the vehicle equipment in accordance with the control plan of the vehicle equipment, travel plan correction for correcting the control plan of the vehicle equipment comprising a part, the said vehicle travel control device of the plurality of vehicles transmits the control plan of the travel path and the vehicle device to the server, the server, the double Based on said vehicle travel control device control plan of the travel path and the vehicle equipment has been acquired from, by creating an area information indicating at least one of the conditions of the noise level and the emission level of each area on the map of the vehicle, The area information is distributed to the plurality of vehicles, and the travel plan correction unit of each vehicle is adjusted based on the area information acquired from the server, so that the use rate, use section, or use timing of the engine is adjusted. To correct the control plan of the vehicle equipment .

Claims (14)

A plurality of vehicles equipped with a vehicle device including an engine and a motor as a power source and a vehicle travel control device for controlling the vehicle device;
A server that communicates with the vehicle travel control devices of the plurality of vehicles;
A vehicle travel control system comprising:
The vehicle travel control device includes:
A travel route acquisition unit for acquiring the travel route of the vehicle;
A travel plan planning unit that formulates a travel plan that is a control plan for the vehicle equipment when the host vehicle travels along the travel route;
A vehicle equipment control unit for controlling the vehicle equipment according to the travel plan;
A travel plan correction unit for correcting the travel plan;
With
The vehicle travel control device of the plurality of vehicles transmits the travel route and the travel plan to the server,
The server creates area information indicating at least one of a noise level and an exhaust gas level of each area on the map based on the travel route and the travel plan acquired from the vehicle travel control device of the plurality of vehicles. And delivering the area information to the plurality of vehicles,
The travel plan correction unit of each vehicle corrects the travel plan based on the area information acquired from the server so that a use rate, a use section, or a use timing of the engine is adjusted. Vehicle travel control system. 2. The vehicle travel control system according to claim 1, wherein the area information includes one or more of a noise level, an exhaust gas level, and a traffic volume of the vehicle during engine travel in each area. The travel plan transmitted from the vehicle travel control device to the server includes one or more of an engine speed plan, a vehicle speed plan, a fuel injection amount plan, and an engine output plan. The vehicle travel control system according to claim 1 or 2. When it is determined from the area information that the noise level or the exhaust gas level of the specific area exceeds the allowable value, the travel plan correction unit reduces the usage rate of the engine of the vehicle in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the plan is corrected. When the noise level or exhaust gas level of a specific area is predicted to exceed an allowable value from the area information, the travel plan correction unit changes the start timing of the engine of the vehicle in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the travel plan is corrected. When the noise level or the exhaust gas level of a specific area is predicted to exceed an allowable value from the area information, the travel plan correction unit is configured to set a travel route acquisition unit so that the vehicle does not travel in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the travel plan is corrected by instructing a change of the travel route. When the noise level or exhaust gas level of a specific area is predicted to exceed an allowable value from the area information, the travel plan correction unit is configured to change the use timing of the vehicle engine in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the travel plan is corrected by instructing a travel route acquisition unit to change the travel route. When the noise level or exhaust gas level of a specific area is predicted to exceed an allowable value from the area information, the travel plan correction unit is configured to change the use timing of the vehicle engine in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the travel plan is corrected by changing a departure time of the host vehicle. When the noise level or exhaust gas level of a specific area is predicted to exceed an allowable value from the area information, the travel plan correction unit is configured to change the use timing of the vehicle engine in the specific area. The vehicle travel control system according to any one of claims 1 to 3, wherein the travel plan is corrected by changing a travel speed plan of the host vehicle. The vehicle travel control system according to any one of claims 1 to 9, wherein the travel plan correction unit corrects the travel plan within a range in which a required number of times of charging is not increased during traveling on the travel route. 10. The travel plan correction unit according to claim 1, wherein, as a result of correcting the travel plan, when electric power is insufficient, a location where the vehicle can be charged is presented to a driver of the host vehicle. The vehicle travel control system according to item. The vehicle travel control system according to any one of claims 1 to 11, wherein the server includes an information storage unit that stores the area information of each area. A vehicle travel control device for controlling vehicle equipment including an engine and a motor as a power source of the own vehicle,
A travel route acquisition unit for acquiring the travel route of the vehicle;
A travel plan planning unit that formulates a travel plan that is a control plan for the vehicle equipment when the host vehicle travels along the travel route;
A vehicle equipment control unit for controlling the vehicle equipment according to the travel plan;
A travel plan correction unit for correcting the travel plan;
A communication unit that communicates with an external server,
The communication unit acquires area information indicating a situation of at least one of a noise level and an exhaust gas level of each area on the travel route from the server,
The travel plan correction unit corrects the travel plan based on the area information acquired from the server so that a use rate, a use section, or a use timing of the engine is adjusted. apparatus. An information server for distributing information to a plurality of vehicles equipped with vehicle equipment including an engine and a motor as a power source,
A communication unit that receives from each of the plurality of vehicles a travel plan that is a control plan of the vehicle device when traveling along the travel route of each vehicle and the travel route;
An area information creation unit that creates area information indicating a situation of at least one of a noise level and an exhaust gas level of each area on the map based on the travel route and the travel plan of the plurality of vehicles;
The communication server distributes the area information to the plurality of vehicles.

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